JPWO2020145292A1 - Hybrid drive - Google Patents

Hybrid drive Download PDF

Info

Publication number
JPWO2020145292A1
JPWO2020145292A1 JP2020000266A JP2020565171A JPWO2020145292A1 JP WO2020145292 A1 JPWO2020145292 A1 JP WO2020145292A1 JP 2020000266 A JP2020000266 A JP 2020000266A JP 2020565171 A JP2020565171 A JP 2020565171A JP WO2020145292 A1 JPWO2020145292 A1 JP WO2020145292A1
Authority
JP
Japan
Prior art keywords
rotor
annular
drive device
clutch
hybrid drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2020000266A
Other languages
Japanese (ja)
Other versions
JP7108719B2 (en
Inventor
森田 武
雄飛 早川
明紀 小澤
健次 堂薗
将史 池邨
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Toyota Motor Corp
Aisin Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2019001798 external-priority
Application filed by Aisin Seiki Co Ltd, Toyota Motor Corp, Aisin Corp filed Critical Aisin Seiki Co Ltd
Publication of JPWO2020145292A1 publication Critical patent/JPWO2020145292A1/en
Application granted granted Critical
Publication of JP7108719B2 publication Critical patent/JP7108719B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405Housings
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/547Transmission for changing ratio the transmission being a stepped gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036Electric differentials, e.g. for supporting steering vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00Electric propulsion with power supplied within the vehicle
    • B60L50/10Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00Friction clutches
    • F16D13/58Details
    • F16D13/60Clutching elements
    • F16D13/64Clutch-plates; Clutch-lamellae
    • F16D13/68Attachments of plates or lamellae to their supports
    • F16D13/683Attachments of plates or lamellae to their supports for clutches with multiple lamellae
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K1/00Details of the magnetic circuit
    • H02K1/06Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22Rotating parts of the magnetic circuit
    • H02K1/27Rotor cores with permanent magnets
    • H02K1/2706Inner rotors
    • H02K1/272Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis
    • H02K1/274Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets
    • H02K1/2753Inner rotors the magnetisation axis of the magnets being perpendicular to the rotor axis the rotor consisting of two or more circumferentially positioned magnets the rotor consisting of magnets or groups of magnets arranged with alternating polarity
    • H02K1/276Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K7/00Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003Couplings; Details of shafts
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K7/00Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006Structural association of a motor or generator with the drive train of a motor vehicle
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K7/00Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/08Structural association with bearings
    • H02K7/083Structural association with bearings radially supporting the rotary shaft at both ends of the rotor
    • HELECTRICITY
    • H02GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02KDYNAMO-ELECTRIC MACHINES
    • H02K7/00Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/108Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • B60K2006/4825Electric machine connected or connectable to gearbox input shaft
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies in electromobility
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

Abstract

本開示のハイブリッド駆動装置において、ロータ支持部材は、外周部に回転電機のロータが固定され、かつ内周部にクラッチの摩擦係合プレートが嵌合される筒状支持部と、筒状支持部の一端から径方向外側に延出されたフランジ部と、筒状支持部の他端側から径方向内側に延出された環状壁部と、環状壁部と間隔をおいて対向すると共にフランジ部に連結される環状部材とを含み、環状部材は、フランジ部のロータ側とは反対側の端面に当接する状態でフランジ部に連結され、フランジ部は、当該端面の外周部からロータ側とは反対側に突出して環状部材の外周面を径方向に支持する突出部を含み、環状壁部および環状部材は、それぞれ軸受を介してケースにより径方向に支持される。これにより、ロータを精度よく調心しつつ、クラッチのトルク容量を充分に確保することができる。 In the hybrid drive device of the present disclosure, the rotor support member includes a tubular support portion in which the rotor of the rotary electric machine is fixed to the outer peripheral portion and a friction engagement plate of the clutch is fitted in the inner peripheral portion, and a tubular support portion. A flange portion extending radially outward from one end, an annular wall portion extending radially inward from the other end side of the tubular support portion, and a flange portion facing the annular wall portion at a distance. The annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion opposite to the rotor side, and the flange portion is connected to the rotor side from the outer peripheral portion of the end surface. A projecting portion that projects to the opposite side and supports the outer peripheral surface of the annular member in the radial direction is included, and the annular wall portion and the annular member are radially supported by a case via bearings, respectively. As a result, it is possible to secure a sufficient torque capacity of the clutch while centering the rotor with high accuracy.

Description

本開示は、エンジンと、回転電機と、当該回転電機に連結される変速機と、エンジンと回転電機とを連結すると共に両者の連結を解除するクラッチとを含むハイブリッド駆動装置に関する。 The present disclosure relates to a hybrid drive device including an engine, a rotary electric machine, a transmission connected to the rotary electric machine, and a clutch for connecting and disconnecting the engine and the rotary electric machine.

従来、回転電機のロータを支持すると共にクラッチのクラッチドラムとして利用されるロータ支持部材を含むハイブリッド駆動装置が知られている(例えば、特許文献1参照)。このハイブリッド駆動装置において、ロータ支持部材は、外周側でロータのロータコアを保持すると共に内周部にクラッチの摩擦係合プレートが嵌合される筒状のロータ保持部と、当該ロータ保持部から径方向内側に延出された径方向延在部と、当該径方向延在部の内周部から変速機側かつ軸方向に延出された筒状の第1軸方向突出部と、径方向延在部の内周部からエンジン側かつ軸方向に延出された筒状の第2軸方向突出部とを含む。また、ロータ保持部には、径方向延在部と軸方向に間隔をおいて対向するように円環状の板状部材が取り付けられる。当該板状部材は、短尺円筒状の外筒部と、内周に形成された内筒部とを含む。板状部材の外筒部は、ロータ支持部材のロータ保持部内に嵌合され、エンジン側すなわちロータ支持部材の径方向延在部とは反対側で例えばスプラインを介してロータ保持部に連結される。更に、ロータ支持部材の第1軸方向突出部および板状部材の内筒部は、それぞれ軸受を介して回転電機のケースにより径方向に支持される。これにより、回転電機のロータは、入力軸および中間軸の軸心に対して調心される。 Conventionally, a hybrid drive device including a rotor support member that supports a rotor of a rotary electric machine and is used as a clutch drum of a clutch is known (see, for example, Patent Document 1). In this hybrid drive device, the rotor support member has a tubular rotor holding portion that holds the rotor core of the rotor on the outer peripheral side and a friction engagement plate of the clutch is fitted on the inner peripheral portion, and a diameter from the rotor holding portion. A radial extension portion extending inward in the direction, a tubular first axial protrusion extending axially from the inner peripheral portion of the radial extension portion to the transmission side, and a radial extension portion. Includes a tubular second axially projecting portion extending from the inner peripheral portion of the existing portion to the engine side and in the axial direction. Further, an annular plate-shaped member is attached to the rotor holding portion so as to face the radially extending portion at a distance in the axial direction. The plate-shaped member includes a short cylindrical outer cylinder portion and an inner cylinder portion formed on the inner circumference. The outer cylinder portion of the plate-shaped member is fitted in the rotor holding portion of the rotor support member, and is connected to the rotor holding portion on the engine side, that is, on the side opposite to the radial extension portion of the rotor support member, for example, via a spline. .. Further, the first axially protruding portion of the rotor support member and the inner cylinder portion of the plate-shaped member are radially supported by the case of the rotary electric machine via bearings, respectively. As a result, the rotor of the rotary electric machine is centered with respect to the axes of the input shaft and the intermediate shaft.

また、従来、エンジンにより駆動される入力軸に固定されたクラッチハブと、変速機に連結される中間軸に固定されると共に、回転電機のロータを支持するロータ支持部材に連結されるクラッチドラムとを有するクラッチを含むハイブリッド駆動装置も知られている(例えば、特許文献2参照)。このハイブリッド駆動装置において、ロータ支持部材は、ロータのロータコアを支持する筒状部と、当該筒状部の一端から径方向外側に延出されたフランジ部と、筒状部から径方向内側に延出された径方向延在部とを含む。また、クラッチのクラッチドラムは、内周側に摩擦係合プレートが嵌合される外筒部と、当該外筒部の一端から径方向外側に延出されたフランジ部と、外筒部から径方向内側に延出された径方向延在部と、当該径方向延在部の内周に形成されると共に中間軸に固定される内筒部とを含む。クラッチドラムの外筒部の基端部は、ロータ支持部材の筒状部内に嵌合され、当該クラッチドラムのフランジ部は、ロータ支持部材のフランジ部にボルトにより締結される。そして、ロータ支持部材の径方向延在部の内周部およびクラッチドラムの内筒部は、それぞれ軸受を介して回転電機のケースにより径方向に支持される。これにより、回転電機のロータは、入力軸および中間軸の軸心に対して調心される。 Further, conventionally, a clutch hub fixed to an input shaft driven by an engine and a clutch drum fixed to an intermediate shaft connected to a transmission and connected to a rotor support member for supporting a rotor of a rotary electric machine. A hybrid drive device including a clutch having a clutch is also known (see, for example, Patent Document 2). In this hybrid drive device, the rotor support member includes a cylindrical portion that supports the rotor core of the rotor, a flange portion that extends radially outward from one end of the tubular portion, and a tubular portion that extends radially inward from the tubular portion. Includes the provided radial extension. Further, the clutch drum of the clutch has an outer cylinder portion in which a friction engagement plate is fitted on the inner peripheral side, a flange portion extending radially outward from one end of the outer cylinder portion, and a diameter from the outer cylinder portion. It includes a radial extending portion extending inward in the direction and an inner cylinder portion formed on the inner circumference of the radial extending portion and fixed to an intermediate shaft. The base end portion of the outer cylinder portion of the clutch drum is fitted in the tubular portion of the rotor support member, and the flange portion of the clutch drum is fastened to the flange portion of the rotor support member by bolts. Then, the inner peripheral portion of the radially extending portion of the rotor support member and the inner cylinder portion of the clutch drum are radially supported by the case of the rotary electric machine via bearings, respectively. As a result, the rotor of the rotary electric machine is centered with respect to the axes of the input shaft and the intermediate shaft.

特開2013−95390号公報Japanese Unexamined Patent Publication No. 2013-95390 特開2012−175889号公報Japanese Unexamined Patent Publication No. 2012-175888

上記特許文献1に記載されたハイブリッド駆動装置では、ロータ支持部材の径方向延在部と板状部材との軸方向における間に、クラッチすなわち摩擦係合プレートの配置スペースが画成される。また、上記特許文献2に記載されたハイブリッド駆動装置では、ロータ支持部材の径方向延在部とクラッチドラムの径方向延在部との軸方向における間に、クラッチすなわち摩擦係合プレートの配置スペースが画成される。しかしながら、上記特許文献1および2に記載されたハイブリッド駆動装置では、クラッチドラムあるいは板状部材がロータ支持部材の筒状部またはロータ保持部内に嵌合されることから、回転電機のロータをハイブリッド駆動装置の軸心に対して調心可能となるものの、クラッチ(摩擦係合プレート)の配置スペースの軸長が短くなってしまう。このため、上記従来のハイブリッド駆動装置では、クラッチのトルク容量を充分に確保し得なくなるおそれがある In the hybrid drive device described in Patent Document 1, a space for arranging a clutch, that is, a friction engagement plate is defined between the radially extending portion of the rotor support member and the plate-shaped member in the axial direction. Further, in the hybrid drive device described in Patent Document 2, a space for arranging a clutch, that is, a friction engagement plate, is provided between the radial extension portion of the rotor support member and the radial extension portion of the clutch drum in the axial direction. Is defined. However, in the hybrid drive device described in Patent Documents 1 and 2, since the clutch drum or the plate-shaped member is fitted in the tubular portion or the rotor holding portion of the rotor support member, the rotor of the rotary electric machine is hybrid-driven. Although it is possible to align with the axial center of the device, the axial length of the arrangement space of the clutch (friction engagement plate) becomes short. Therefore, in the above-mentioned conventional hybrid drive device, there is a possibility that the torque capacity of the clutch cannot be sufficiently secured.

そこで、本開示は、ハイブリッド駆動装置の回転電機のロータをエンジンおよび変速機の軸心に対して精度よく調心しつつ、エンジンと回転電機とを連結するクラッチのトルク容量を充分に確保することを主目的とする。 Therefore, the present disclosure is to ensure sufficient torque capacity of the clutch that connects the engine and the rotary electric machine while accurately aligning the rotor of the rotary electric machine of the hybrid drive device with respect to the axes of the engine and the transmission. Is the main purpose.

本開示のハイブリッド駆動装置は、エンジンと前記回転電機とを連結すると共に両者の連結を解除するクラッチと、前記回転電機および前記クラッチを収容するケースとを含むハイブリッド駆動装置において、前記エンジンの出力軸に連結される第1伝達軸と、前記回転電機の前記ロータからの動力を前記変速機に伝達する第2伝達軸と、前記回転電機の前記ロータを支持するロータ支持部材とを含み、前記ロータ支持部材が、外周部に前記ロータが固定されると共に内周部に前記クラッチの摩擦係合プレートが嵌合される筒状支持部と、前記筒状支持部の軸方向における一端から径方向外側に延出された環状のフランジ部と、前記筒状支持部の前記軸方向における他端側から径方向内側に延出された環状壁部と、前記環状壁部と前記軸方向に間隔をおいて対向すると共に前記ロータと一体に回転するように前記フランジ部に連結される環状部材とを含み、前記ロータ支持部材の前記環状壁部および前記環状部材が、それぞれ軸受を介して前記ケースにより径方向に支持され、前記環状部材が、前記フランジ部の前記ロータ側とは反対側の端面に当接する状態で前記フランジ部に連結され、前記フランジ部が、前記端面の外周部から前記ロータ側とは反対側に前記軸方向に突出して前記環状部材の外周面を径方向に支持する突出部を含むものである。 The hybrid drive device of the present disclosure is an output shaft of the engine in a hybrid drive device including a clutch that connects and disconnects the engine and the rotary electric machine and a case that accommodates the rotary electric machine and the clutch. The rotor includes a first transmission shaft connected to the rotor, a second transmission shaft for transmitting power from the rotor of the rotary electric machine to the transmission, and a rotor support member for supporting the rotor of the rotary electric machine. The support member has a tubular support portion in which the rotor is fixed to the outer peripheral portion and the friction engagement plate of the clutch is fitted to the inner peripheral portion, and the cylindrical support portion is radially outward from one end in the axial direction. An annular flange portion extending in the axial direction, an annular wall portion extending radially inward from the other end side of the tubular support portion in the axial direction, and an axially spaced distance between the annular wall portion and the annular wall portion. An annular member that faces the rotor and is connected to the flange portion so as to rotate integrally with the rotor. Supported in the direction, the annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion on the side opposite to the rotor side, and the flange portion is connected to the rotor side from the outer peripheral portion of the end surface. Includes a protruding portion on the opposite side that projects in the axial direction and supports the outer peripheral surface of the annular member in the radial direction.

本開示のハイブリッド駆動装置において、回転電機のロータを支持するロータ支持部材は、クラッチのクラッチドラムとして利用されるものであり、外周部にロータが固定されると共に内周部にクラッチの摩擦係合プレートが嵌合される筒状支持部を含む。更に、ロータ支持部材は、筒状支持部の軸方向における一端から径方向外側に延出された環状のフランジ部と、当該筒状支持部の軸方向における他端側から径方向内側に延出された環状壁部と、環状壁部と軸方向に間隔をおいて対向すると共にロータと一体に回転するようにフランジ部に連結される環状部材とを含む。また、環状部材は、フランジ部のロータ側とは反対側の端面に当接する状態でフランジ部に連結される。更に、フランジ部は、環状部材が当接する端面の外周部からロータ側とは反対側に軸方向に突出して当該環状部材の外周面を径方向に支持する突出部を含む。そして、ロータ支持部材の環状壁部および環状部材は、それぞれ軸受を介してケースにより径方向に支持される。これにより、フランジ部の突出部により環状部材をエンジンおよび変速機の軸心に対して精度よく調心し、それにより回転電機のロータをエンジン等の軸心に対して精度よく調心することが可能となる。更に、環状部材をフランジ部のロータ側とは反対側の端面に当接させることで、当該環状部材と環状壁部との軸方向における間隔、すなわちクラッチの配置スペースを充分に確保して、当該スペースにクラッチに要求されるトルク容量に応じた数の摩擦係合プレートを配置することができる。この結果、本開示のハイブリッド駆動装置では、回転電機のロータをエンジンおよび変速機の軸心に対して精度よく調心しつつ、エンジンと回転電機とを連結するクラッチのトルク容量を充分に確保することが可能となる。 In the hybrid drive device of the present disclosure, the rotor support member that supports the rotor of the rotary electric machine is used as a clutch drum of the clutch, and the rotor is fixed to the outer peripheral portion and the clutch is frictionally engaged with the inner peripheral portion. Includes a tubular support into which the plate is fitted. Further, the rotor support member has an annular flange portion extending radially outward from one end in the axial direction of the tubular support portion and extending radially inward from the other end side in the axial direction of the tubular support portion. It includes an annular wall portion formed therein and an annular member connected to the flange portion so as to face the annular wall portion at an axial distance and rotate integrally with the rotor. Further, the annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion on the side opposite to the rotor side. Further, the flange portion includes a protruding portion that projects axially from the outer peripheral portion of the end surface to which the annular member comes into contact with the annular member in the direction opposite to the rotor side and supports the outer peripheral surface of the annular member in the radial direction. The annular wall portion and the annular member of the rotor support member are respectively supported in the radial direction by the case via bearings. As a result, the annular member can be accurately aligned with the axis of the engine and the transmission by the protruding portion of the flange, and the rotor of the rotary electric machine can be accurately aligned with the axis of the engine or the like. It will be possible. Further, by bringing the annular member into contact with the end surface of the flange portion on the side opposite to the rotor side, the distance between the annular member and the annular wall portion in the axial direction, that is, a sufficient space for arranging the clutch is sufficiently secured. A number of friction engagement plates can be placed in the space according to the torque capacity required for the clutch. As a result, in the hybrid drive device of the present disclosure, the torque capacity of the clutch that connects the engine and the rotary electric machine is sufficiently secured while accurately aligning the rotor of the rotary electric machine with respect to the axes of the engine and the transmission. It becomes possible.

本開示の回転電機のケースを含むハイブリッド駆動装置を示す概略構成図である。It is a schematic block diagram which shows the hybrid drive device including the case of the rotary electric machine of this disclosure. 本開示のハイブリッド駆動装置を示す拡大図である。It is an enlarged view which shows the hybrid drive device of this disclosure. 本開示のハイブリッド駆動装置を示す拡大図である。It is an enlarged view which shows the hybrid drive device of this disclosure. 本開示のハイブリッド駆動装置の要部を示す拡大図である。It is an enlarged view which shows the main part of the hybrid drive device of this disclosure. 本開示の回転電機のケースを構成するカバーの要部を示す斜視図である。It is a perspective view which shows the main part of the cover which constitutes the case of the rotary electric machine of this disclosure.

次に、図面を参照しながら、本開示の発明を実施するための形態について説明する。 Next, a mode for carrying out the invention of the present disclosure will be described with reference to the drawings.

図1は、本開示のハイブリッド駆動装置10を示す概略構成図であり、図2および図3は、ハイブリッド駆動装置10を示す拡大図である。ハイブリッド駆動装置10は、車両1に搭載されて走行用の騒動力を発生するものであり、図1に示すように、エンジン11と、モータジェネレータ(回転電機)MGと、エンジン11に連結される第1伝達軸141と、モータジェネレータMGから動力が伝達される第2伝達軸142と、第1および第2伝達軸141,142を連結すると共に両者の連結を解除するクラッチK0と、動力伝達装置15とを含む。ハイブリッド駆動装置10は、図示するような後輪駆動車両に搭載されてもよく、前輪駆動車両に搭載されてもよく、動力伝達装置15に連結されるトランスファを含む四輪駆動車両に搭載されてもよい。 FIG. 1 is a schematic configuration diagram showing the hybrid drive device 10 of the present disclosure, and FIGS. 2 and 3 are enlarged views showing the hybrid drive device 10. The hybrid drive device 10 is mounted on the vehicle 1 to generate noise for traveling, and is connected to the engine 11, the motor generator (rotary electric machine) MG, and the engine 11 as shown in FIG. The first transmission shaft 141, the second transmission shaft 142 to which power is transmitted from the motor generator MG, the clutch K0 that connects and disconnects the first and second transmission shafts 141 and 142, and the power transmission device. Including 15. The hybrid drive device 10 may be mounted on a rear-wheel drive vehicle as shown in the figure, may be mounted on a front-wheel drive vehicle, or may be mounted on a four-wheel drive vehicle including a transfer connected to the power transmission device 15. May be good.

エンジン11は、ガソリンや軽油といった炭化水素系燃料と空気との混合気の燃焼に伴う図示しないピストンの往復運動をクランクシャフト(出力軸)12の回転運動へと変換する内燃機関である。エンジン11のクランクシャフト12は、環状の連結部材123およびダンパ機構13を介して第1伝達軸141に連結される。ダンパ機構13は、例えば、連結部材123を介してクランクシャフト12に連結される入力要素と、第1伝達軸141に連結される出力要素と、当該入力要素と出力要素との間でトルクを伝達すると共に捩り振動を減衰する複数のコイルスプリング(弾性体)とを含むものである。 The engine 11 is an internal combustion engine that converts the reciprocating motion of a piston (not shown) accompanying the combustion of an air-fuel mixture of a hydrocarbon fuel such as gasoline or light oil into the rotational motion of a crankshaft (output shaft) 12. The crankshaft 12 of the engine 11 is connected to the first transmission shaft 141 via an annular connecting member 123 and a damper mechanism 13. The damper mechanism 13 transmits torque between, for example, an input element connected to the crankshaft 12 via a connecting member 123, an output element connected to the first transmission shaft 141, and the input element and the output element. It includes a plurality of coil springs (elastic bodies) that dampen the torsional vibration.

モータジェネレータMGは、同期発電電動機(三相交流電動機)であり、図示しないインバータを介して蓄電装置(バッテリ、図示省略)と電力をやり取りする。モータジェネレータMGは、蓄電装置からの電力により駆動されて駆動トルクを発生する電動機として作動すると共に、車両1の制動に際して回生制動トルクを出力する。また、モータジェネレータMGは、負荷運転されるエンジン11からの動力の少なくとも一部を用いて電力を生成する発電機としても作動する。 The motor generator MG is a synchronous generator motor (three-phase AC motor), and exchanges electric power with a power storage device (battery, not shown) via an inverter (not shown). The motor generator MG operates as an electric motor that is driven by electric power from a power storage device to generate drive torque, and outputs regenerative braking torque when braking the vehicle 1. The motor generator MG also operates as a generator that generates electric power by using at least a part of the power from the engine 11 that is operated under load.

図1から図3に示すように、モータジェネレータMGは、モータケース8内に収容されるステータ20およびロータ30を含む。モータケース8は、一端が開放されたハウジング80と、当該一端を覆うようにハウジング80に固定されるカバー88とを含むものである。モータケース8のハウジング80は、軸方向における一端すなわちエンジン11側の端部が開放されると共に軸方向における他端すなわち動力伝達装置15側の端部が閉鎖された略有底筒状体である。本実施形態において、ハウジング80は、アルミニウム合金の鋳造により形成され、筒状の外殻部81と、当該外殻部81の他端を塞ぐ端壁(壁部)82とを含む。 As shown in FIGS. 1 to 3, the motor generator MG includes a stator 20 and a rotor 30 housed in a motor case 8. The motor case 8 includes a housing 80 having one end open and a cover 88 fixed to the housing 80 so as to cover the one end. The housing 80 of the motor case 8 is a substantially bottomed tubular body in which one end in the axial direction, that is, the end on the engine 11 side is opened, and the other end in the axial direction, that is, the end on the power transmission device 15 side is closed. .. In the present embodiment, the housing 80 is formed by casting an aluminum alloy, and includes a cylindrical outer shell portion 81 and an end wall (wall portion) 82 that closes the other end of the outer shell portion 81.

図3に示すように、ハウジング80の外殻部81の一端(前端)すなわち開放端側の外周には、複数のボルト孔を有する前側フランジ部81fが形成されている。前側フランジ部81fは、それぞれ対応するボルト孔に挿通される図示しない複数のボルトを介してエンジン11のエンジンブロックに締結(固定)される。また、外殻部81の他端部は、端壁82よりも前側フランジ部81fとは反対側に突出しており、外殻部81の他端(後端)の外周には、複数のボルト孔を有する後側フランジ部81rが形成されている。後側フランジ部81rは、それぞれ対応するボルト孔に挿通される図示しない複数のボルトを介して動力伝達装置15のトランスミッションケース150(図1参照)の端部(前端)に締結(固定)される。 As shown in FIG. 3, a front flange portion 81f having a plurality of bolt holes is formed on one end (front end) of the outer shell portion 81 of the housing 80, that is, on the outer circumference on the open end side. The front flange portion 81f is fastened (fixed) to the engine block of the engine 11 via a plurality of bolts (not shown) inserted into the corresponding bolt holes. Further, the other end of the outer shell portion 81 protrudes from the end wall 82 on the side opposite to the front flange portion 81f, and a plurality of bolt holes are formed on the outer periphery of the other end (rear end) of the outer shell portion 81. The rear flange portion 81r having the above is formed. The rear flange portion 81r is fastened (fixed) to the end (front end) of the transmission case 150 (see FIG. 1) of the power transmission device 15 via a plurality of bolts (not shown) inserted into the corresponding bolt holes. ..

更に、ハウジング80の端壁82の中央部には、貫通孔を有する筒状の軸支持部85が設けられており、上記第2伝達軸142は、筒状支持部85の貫通孔から動力伝達装置15側に突出する。軸支持部85は、端壁82と一体に形成されてもよく、ハウジング80とは別体の軸支持部85が端壁82に固定されてもよい。端壁82から突出する第2伝達軸142の端部には、フランジ部142f(図2参照)が形成されており、当該フランジ部142fには、図示しない複数のボルトを介してフレックスプレート145の内周部が締結(固定)される。また、第2伝達軸142と軸支持部85との隙間には、シール部材90が配置される。 Further, a cylindrical shaft support portion 85 having a through hole is provided in the central portion of the end wall 82 of the housing 80, and the second transmission shaft 142 transmits power from the through hole of the tubular support portion 85. It projects toward the device 15. The shaft support portion 85 may be formed integrally with the end wall 82, or the shaft support portion 85 separate from the housing 80 may be fixed to the end wall 82. A flange portion 142f (see FIG. 2) is formed at the end portion of the second transmission shaft 142 projecting from the end wall 82, and the flange portion 142f is formed with a flex plate 145 via a plurality of bolts (not shown). The inner peripheral portion is fastened (fixed). Further, the seal member 90 is arranged in the gap between the second transmission shaft 142 and the shaft support portion 85.

モータケース8のカバー88は、アルミニウム合金の鋳造により形成された円盤状部材である。カバー88は、図3に示すように、外周に沿って間隔をおいて配設された複数のボルト孔を有するフランジ部88fと、第1伝達軸141が挿通される貫通孔と、それぞれネジ穴を有すると共に周方向に間隔をおいて形成された複数のボス部88bとを含む。カバー88と、当該カバー88の貫通孔に挿通された第1伝達軸141との隙間には、シール部材91が配置される。 The cover 88 of the motor case 8 is a disk-shaped member formed by casting an aluminum alloy. As shown in FIG. 3, the cover 88 has a flange portion 88f having a plurality of bolt holes arranged at intervals along the outer periphery, a through hole through which the first transmission shaft 141 is inserted, and a screw hole, respectively. And includes a plurality of boss portions 88b formed at intervals in the circumferential direction. The seal member 91 is arranged in the gap between the cover 88 and the first transmission shaft 141 inserted through the through hole of the cover 88.

ステータ20は、図3に示すように、環状のステータコア21と、当該ステータコア21に巻回されるステータコイル22を含む。ステータコア21は、例えばプレス加工により円環状に形成された電磁鋼板を複数積層して積層方向に連結することにより一体に形成される。ステータコア21には、軸方向に延びる複数のボルト孔が形成されており、各ボルト孔には、ボルト87が挿通される。各ボルト87は、カバー88の対応するボス部88bのネジ穴に螺合され、それによりステータ20がカバー88に固定される。 As shown in FIG. 3, the stator 20 includes an annular stator core 21 and a stator coil 22 wound around the stator core 21. The stator core 21 is integrally formed by, for example, laminating a plurality of electromagnetic steel sheets formed in an annular shape by press working and connecting them in the stacking direction. A plurality of bolt holes extending in the axial direction are formed in the stator core 21, and bolts 87 are inserted into the bolt holes. Each bolt 87 is screwed into the screw hole of the corresponding boss portion 88b of the cover 88, whereby the stator 20 is fixed to the cover 88.

ステータ20が固定されたカバー88は、当該ステータ20が外殻部81により包囲され、かつコイルエンド22bが端壁82と対向するように、複数のボルト89を介してハウジング80に固定される。これにより、ステータ20は、モータケース8に対して回転不能に固定され、カバー88は、エンジン11側でモータジェネレータMGおよびクラッチK0と対向するように径方向に延在するモータケース8の端壁部を形成する。また、本実施形態において、カバー88は、図3に示すように、前側フランジ部81fすなわちハウジング80とエンジンブロックとの締結部(固定部)に近接するようにハウジング80に固定される。これにより、エンジンブロックおよびハウジング80に対してカバー88およびステータ20をより強固に固定することが可能となる。 The cover 88 to which the stator 20 is fixed is fixed to the housing 80 via a plurality of bolts 89 so that the stator 20 is surrounded by the outer shell portion 81 and the coil end 22b faces the end wall 82. As a result, the stator 20 is non-rotatably fixed to the motor case 8, and the cover 88 is the end wall of the motor case 8 extending in the radial direction so as to face the motor generator MG and the clutch K0 on the engine 11 side. Form a part. Further, in the present embodiment, as shown in FIG. 3, the cover 88 is fixed to the housing 80 so as to be close to the front flange portion 81f, that is, the fastening portion (fixing portion) between the housing 80 and the engine block. This makes it possible to more firmly fix the cover 88 and the stator 20 to the engine block and the housing 80.

ステータコイル22は、U相、V相およびW相の3つコイルを含むものであり、ステータコア21の軸方向におけるダンパ機構13側(図3における左側)の端面から突出するコイルエンド22aと、動力伝達装置15側(図3における右側)の端面から突出するコイルエンド22bとを含む。U相、V相およびW相のコイルの一端部は、コイルエンド22bから軸方向に突出し、各相の端子22cとして利用される。各相の端子22cは、それぞれに対応したV相、U相またはW相の図示しないバスバー等を介してインバータ(図示省略)に電気的に接続される。 The stator coil 22 includes three coils of U-phase, V-phase, and W-phase, and has a coil end 22a protruding from the end surface of the stator core 21 on the damper mechanism 13 side (left side in FIG. 3) in the axial direction, and power. Includes a coil end 22b protruding from the end face on the transmission device 15 side (right side in FIG. 3). One end of the U-phase, V-phase, and W-phase coils projects axially from the coil end 22b and is used as a terminal 22c for each phase. The terminals 22c of each phase are electrically connected to an inverter (not shown) via a bus bar (not shown) of V-phase, U-phase, or W-phase corresponding to each.

ロータ30は、図3に示すように、ロータコア31と、当該ロータコア31の軸方向における両側に配置されるエンドプレート32,33と、ロータコア31等を保持するロータ支持部材40とを含む。ロータコア31は、例えばプレス加工により円環状に形成された電磁鋼板を複数積層することにより形成される。また、ロータコア31には、周方向に間隔をおいてそれぞれ軸方向に延びる図示しない複数の貫通孔が形成され、各貫通孔には、永久磁石が埋設される。 As shown in FIG. 3, the rotor 30 includes a rotor core 31, end plates 32 and 33 arranged on both sides of the rotor core 31 in the axial direction, and a rotor support member 40 for holding the rotor core 31 and the like. The rotor core 31 is formed by, for example, laminating a plurality of electromagnetic steel sheets formed in an annular shape by press working. Further, the rotor core 31 is formed with a plurality of through holes (not shown) extending in the axial direction at intervals in the circumferential direction, and a permanent magnet is embedded in each through hole.

ロータ支持部材40は、環状の外側半部41と、当該外側半部41に固定される環状の内側半部45と、環状のプレート部材(環状部材)50とを含む。外側半部41および内側半部45は、何れも例えば鋼材製(鉄合金製)の鍛造体に切削加工を施すことにより形成される。また、プレート部材50も鋼材により形成される。外側半部41は、図3に示すように、外周部にロータコア31が固定される円筒状の外筒部(筒状支持部)42と、外筒部42の軸方向における一端(図3における左端)から径方向外側に延出される環状のフランジ部43と、外筒部42の軸方向における中央部よりも他端側(図3における右端)から全周に亘って径方向内側に突出する環状の径方向突出部44とを含む。ロータコア31は、軸方向における両側にエンドプレート32,33が配置された状態で、ロータ支持部材40の外筒部42に焼き嵌め処理により固定される。また、フランジ部43とは反対側に位置するエンドプレート33は、カシメ等により外筒部42に固定される。ただし、ロータコア31は、圧入により外筒部42に対して固定されてもよい。 The rotor support member 40 includes an annular outer half 41, an annular inner half 45 fixed to the outer half 41, and an annular plate member (annular member) 50. Both the outer half portion 41 and the inner half portion 45 are formed by, for example, cutting a forged body made of steel (made of iron alloy). The plate member 50 is also made of steel. As shown in FIG. 3, the outer half portion 41 has a cylindrical outer cylinder portion (cylindrical support portion) 42 in which the rotor core 31 is fixed to the outer peripheral portion, and one end of the outer cylinder portion 42 in the axial direction (in FIG. 3). The annular flange portion 43 extending radially outward from the left end) and the outer cylinder portion 42 project radially inward over the entire circumference from the other end side (right end in FIG. 3) of the central portion in the axial direction. Includes an annular radial protrusion 44. The rotor core 31 is fixed to the outer cylinder portion 42 of the rotor support member 40 by shrink fitting processing in a state where the end plates 32 and 33 are arranged on both sides in the axial direction. Further, the end plate 33 located on the side opposite to the flange portion 43 is fixed to the outer cylinder portion 42 by caulking or the like. However, the rotor core 31 may be fixed to the outer cylinder portion 42 by press fitting.

内側半部45は、径方向に延在する環状壁部46と、環状壁部46の内周部から軸方向における一側(図3における左側)に延出された筒状の内筒部47と、内筒部47よりも径方向外側で環状壁部46から軸方向における他側(図3における右側)に延出された円筒状の被支持部48と、当該被支持部48よりも径方向外側で環状壁部46から軸方向における一側に延出された短尺筒状のピストン支持部49とを含む。本実施形態において、環状壁部46のピストン支持部49とは反対側の表面には、当該ピストン支持部49側(一側)に窪む少なくとも1つの凹部46aがロータ30の軸方向からみてピストン支持部49と少なくとも部分的に重なり合うように形成されている。凹部46aは、ロータ支持部材40にロータコア31およびエンドプレート32,33が固定された以降にロータ30全体のアンバランスを修正すべく環状壁部46に形成される。 The inner half portion 45 has an annular wall portion 46 extending in the radial direction and a tubular inner cylinder portion 47 extending from the inner peripheral portion of the annular wall portion 46 to one side (left side in FIG. 3) in the axial direction. A cylindrical supported portion 48 extending radially outside the inner cylinder portion 47 from the annular wall portion 46 to the other side (right side in FIG. 3) in the axial direction, and a diameter larger than the supported portion 48. Includes a short cylindrical piston support 49 extending axially to one side from the annular wall 46 on the outer side of the direction. In the present embodiment, on the surface of the annular wall portion 46 opposite to the piston support portion 49, at least one recess 46a recessed on the piston support portion 49 side (one side) is formed on the surface of the annular wall portion 46 when viewed from the axial direction of the rotor 30. It is formed so as to at least partially overlap the support portion 49. The recess 46a is formed in the annular wall portion 46 in order to correct the imbalance of the entire rotor 30 after the rotor core 31 and the end plates 32 and 33 are fixed to the rotor support member 40.

図3に示すように、環状壁部46の外周は、外側半部41の径方向突出部44の内周に溶接により固定される。また、ロータ支持部材40(外側半部41)のフランジ部43には、環状壁部46と軸方向の間隔をおいて対向するように、複数のボルト43bによりプレート部材50の外周部が締結(連結)される。本実施形態において、プレート部材50は、外周部の表面がフランジ部43のロータ30側とは反対側の端面(図3における左側の端面)に当接する状態で当該フランジ部43に固定される。また、フランジ部43には、プレート部材50が当接する端面の外周部からロータコア31側とは反対側(エンジン11側)に軸方向に突出するように短尺円筒状(環状)の軸方向突出部43pが形成されている。これにより、プレート部材50の外周面は、フランジ部43の軸方向突出部43pにより径方向に支持される。なお、軸方向突出部43pは、フランジ部43の上記端面の外周部に周方向に間隔をおいて複数形成されてもよい。 As shown in FIG. 3, the outer circumference of the annular wall portion 46 is fixed to the inner circumference of the radial protrusion 44 of the outer half portion 41 by welding. Further, the outer peripheral portion of the plate member 50 is fastened to the flange portion 43 of the rotor support member 40 (outer half portion 41) by a plurality of bolts 43b so as to face the annular wall portion 46 at an axial distance (the outer peripheral portion of the plate member 50). (Concatenated). In the present embodiment, the plate member 50 is fixed to the flange portion 43 in a state where the surface of the outer peripheral portion is in contact with the end surface (the left end surface in FIG. 3) of the flange portion 43 opposite to the rotor 30 side. Further, the flange portion 43 has a short cylindrical (annular) axially protruding portion so as to project axially from the outer peripheral portion of the end surface with which the plate member 50 abuts to the side opposite to the rotor core 31 side (engine 11 side). 43p is formed. As a result, the outer peripheral surface of the plate member 50 is radially supported by the axially protruding portion 43p of the flange portion 43. A plurality of axially protruding portions 43p may be formed on the outer peripheral portion of the end surface of the flange portion 43 at intervals in the circumferential direction.

更に、ロータ支持部材40(内側半部45)の被支持部48の外周面は、ハウジング80の端壁82により保持されるラジアル軸受Brr(本実施形態では、ボールベアリング)を介してモータケース8により回転自在かつ径方向に支持される。また、ロータ支持部材40の変速機構17側への移動は、ラジアル軸受Brrを介してハウジング80すなわちケース8により規制される。これに対して、プレート部材50の内周部は、ラジアル軸受Brf(外側ラジアル軸受、本実施形態では、ボールベアリング)を介してモータケース8のカバー88により回転自在かつ径方向に支持される。これにより、ロータ30は、ラジアル軸受Brfを介してモータケース8により径方向に支持される。更に、ロータ支持部材40の内筒部47は、先端部(エンジン11側の端部)の内周面に形成されたスプラインを含み、当該スプラインを介して第2伝達軸142に常時連結(固定)される。 Further, the outer peripheral surface of the supported portion 48 of the rotor support member 40 (inner half portion 45) is connected to the motor case 8 via a radial bearing Br (ball bearing in this embodiment) held by the end wall 82 of the housing 80. It is rotatably supported by the bearing and is supported in the radial direction. Further, the movement of the rotor support member 40 toward the transmission mechanism 17 is regulated by the housing 80, that is, the case 8 via the radial bearing Br. On the other hand, the inner peripheral portion of the plate member 50 is rotatably and radially supported by the cover 88 of the motor case 8 via the radial bearing Brf (outer radial bearing, ball bearing in this embodiment). As a result, the rotor 30 is radially supported by the motor case 8 via the radial bearing Brf. Further, the inner cylinder portion 47 of the rotor support member 40 includes a spline formed on the inner peripheral surface of the tip portion (end portion on the engine 11 side), and is always connected (fixed) to the second transmission shaft 142 via the spline. ).

クラッチK0は、第1伝達軸141すなわちエンジン11のクランクシャフト12と第2伝達軸142すなわちモータジェネレータMGのロータ30とを連結すると共に両者の連結を解除するものである。本実施形態において、クラッチK0は、第2伝達軸142に常時連結されるロータ30のロータ支持部材40をクラッチドラムとして利用する多板摩擦式の油圧クラッチであり、モータケース8内すなわちロータ30の径方向内側に配置される。図3に示すように、クラッチK0は、クラッチドラムとしてのロータ支持部材40に加えて、ロータ支持部材40の環状壁部46とプレート部材50との軸方向における間に配置されると共に第1伝達軸141に常時連結(固定)されるクラッチハブ61と、複数の摩擦プレート(第2摩擦係合プレート)63と、摩擦プレート63と交互に配設される複数のセパレータプレート(第1摩擦係合プレート)64およびバッキングプレート65と、スナップリング66と、ピストン67と、複数のリターンスプリングSPと、キャンセルプレート(キャンセル油室画成部材)68とを含む。 The clutch K0 connects the first transmission shaft 141, that is, the crankshaft 12 of the engine 11, and the second transmission shaft 142, that is, the rotor 30 of the motor generator MG, and releases the connection between the two. In the present embodiment, the clutch K0 is a multi-plate friction type hydraulic clutch that uses the rotor support member 40 of the rotor 30 that is always connected to the second transmission shaft 142 as a clutch drum, and is in the motor case 8, that is, in the rotor 30. Arranged inside in the radial direction. As shown in FIG. 3, in addition to the rotor support member 40 as a clutch drum, the clutch K0 is arranged between the annular wall portion 46 of the rotor support member 40 and the plate member 50 in the axial direction, and is first transmitted. A clutch hub 61 that is always connected (fixed) to the shaft 141, a plurality of friction plates (second friction engagement plates) 63, and a plurality of separator plates (first friction engagement plates) that are alternately arranged with the friction plates 63. A plate) 64, a backing plate 65, a snap ring 66, a piston 67, a plurality of return springs SP, and a cancel plate (cancellation oil chamber drawing member) 68 are included.

クラッチハブ61は、図3に示すように、筒状部61aと、筒状部61aの一端から径方向内側に延出された環状壁部61bとを含む。筒状部61aの外周面には、スプライン61sが形成されており、環状壁部61bの内周は、第1伝達軸141に固定される。また、クラッチドラムとなるロータ支持部材40の外筒部42の内周面には、径方向突出部44よりもフランジ部43側に位置するようにスプライン42sが形成されている。 As shown in FIG. 3, the clutch hub 61 includes a cylindrical portion 61a and an annular wall portion 61b extending radially inward from one end of the tubular portion 61a. Splines 61s are formed on the outer peripheral surface of the tubular portion 61a, and the inner circumference of the annular wall portion 61b is fixed to the first transmission shaft 141. Further, splines 42s are formed on the inner peripheral surface of the outer cylinder portion 42 of the rotor support member 40 serving as the clutch drum so as to be located closer to the flange portion 43 than the radial protrusion portion 44.

摩擦プレート63は、両面に摩擦材が貼着された環状部材であり、各摩擦プレート63の外周部は、外筒部42のスプライン42s(内周部)に嵌合される。また、外筒部42のスプライン42sには、複数の摩擦プレート63のうちピストン67から最も遠い摩擦プレート63と当接可能となるようにバッキングプレート65が嵌合される。セパレータプレート64は、両面が平滑に形成された環状部材であり、各セパレータプレート64の内周部は、クラッチハブ61の筒状部61aに形成されたスプライン61s(外周部)に嵌合される。 The friction plate 63 is an annular member to which a friction material is attached to both sides, and the outer peripheral portion of each friction plate 63 is fitted to the spline 42s (inner peripheral portion) of the outer cylinder portion 42. Further, a backing plate 65 is fitted to the spline 42s of the outer cylinder portion 42 so as to be able to come into contact with the friction plate 63 farthest from the piston 67 among the plurality of friction plates 63. The separator plate 64 is an annular member having smooth surfaces on both sides, and the inner peripheral portion of each separator plate 64 is fitted to a spline 61s (outer peripheral portion) formed in the tubular portion 61a of the clutch hub 61. ..

更に、外筒部42のスプライン42sには、径方向外側に向かって凹む環状凹部42aが形成されている。環状凹部42aには、スナップリング66が装着(嵌合)され、当該スナップリング66によってバッキングプレート65等の軸方向移動(ピストン67から離間する方向への移動)が規制される。本実施形態において、環状凹部42aは、ロータ30の径方向からみて、フランジ部43の一部(フランジ部43とエンドプレート32との間に配置される環状プレートを含む)、より詳細には、当該フランジ部43のロータ30側の端面(エンドプレート32に当接する端面)と軸方向に重なり合うようにスプライン42sに形成されている。 Further, the spline 42s of the outer cylinder portion 42 is formed with an annular recess 42a that is recessed outward in the radial direction. A snap ring 66 is attached (fitted) to the annular recess 42a, and the snap ring 66 regulates axial movement (movement in a direction away from the piston 67) of the backing plate 65 or the like. In the present embodiment, the annular recess 42a is a part of the flange portion 43 (including the annular plate arranged between the flange portion 43 and the end plate 32) when viewed in the radial direction of the rotor 30, and more specifically, The spline 42s is formed so as to vertically overlap the end surface of the flange portion 43 on the rotor 30 side (the end surface that abuts on the end plate 32).

すなわち、本実施形態では、ロータ支持部材40の外筒部42の軸方向における一端から径方向外側にフランジ部43が延出されると共に、当該外筒部42の軸方向における中央部よりも他端側から径方向内側に径方向突出部44および環状壁部46が延出される。かかる構成において、ロータコア31が焼き嵌め処理あるいは圧入により外筒部42に固定される場合、本発明者らの実験・解析によれば、フランジ部43と径方向突出部44との軸方向における間で外筒部42にロータコア31から比較的大きい応力が作用することが判明した。従って、外筒部42のフランジ部43と径方向突出部44との軸方向における間に環状凹部42aが形成された場合、ロータコア31からの応力が当該環状凹部42aに集中し、外筒部42ひいてはロータ支持部材40全体の耐久性が低下するおそれがある。これを踏まえて、本実施形態では、環状凹部42aが、ロータ30の径方向からみて、フランジ部43の一部(ロータ30側の端面)と軸方向に重なり合うように外筒部42に形成される。これにより、ロータコア31から外筒部42に作用する応力が環状凹部42aに集中するのを抑制して、ロータ支持部材40の耐久性を良好に確保することが可能となる。 That is, in the present embodiment, the flange portion 43 extends radially outward from one end of the outer cylinder portion 42 of the rotor support member 40 in the axial direction, and the other end of the outer cylinder portion 42 from the central portion in the axial direction. The radial protrusion 44 and the annular wall 46 extend radially inward from the side. In such a configuration, when the rotor core 31 is fixed to the outer cylinder portion 42 by shrink fitting processing or press fitting, according to the experiments and analysis by the present inventors, the distance between the flange portion 43 and the radial protrusion 44 in the axial direction It was found that a relatively large stress acts on the outer cylinder portion 42 from the rotor core 31. Therefore, when the annular recess 42a is formed between the flange portion 43 of the outer cylinder portion 42 and the radial protrusion 44 in the axial direction, the stress from the rotor core 31 is concentrated on the annular recess 42a, and the outer cylinder portion 42 As a result, the durability of the rotor support member 40 as a whole may decrease. Based on this, in the present embodiment, the annular recess 42a is formed in the outer cylinder portion 42 so as to overlap with a part of the flange portion 43 (end surface on the rotor 30 side) in the axial direction when viewed from the radial direction of the rotor 30. NS. As a result, it is possible to suppress the stress acting on the outer cylinder portion 42 from the rotor core 31 from concentrating on the annular recess 42a, and to ensure the durability of the rotor support member 40 satisfactorily.

そして、ハイブリッド駆動装置10では、プレート部材50がフランジ部43のロータ30側とは反対側の端面に当接する状態で当該フランジ部43に連結されることから、環状凹部42aをフランジ部43の少なくとも一部と重なり合うように外筒部42に形成することができる。加えて、プレート部材50がボルト43bによりフランジ部43に締結される場合、当該フランジ部43の厚み(軸長)がある程度確保されるので、ロータ30の径方向からみて環状凹部42aの径方向突出部44側の端面をフランジ部43のロータ30側の端面と略面一にすることでロータ支持部材40の耐久性をより向上させることが可能となる。 Then, in the hybrid drive device 10, since the plate member 50 is connected to the flange portion 43 in a state where the plate member 50 is in contact with the end surface of the flange portion 43 on the side opposite to the rotor 30 side, the annular recess 42a is connected to at least the flange portion 43. It can be formed on the outer cylinder portion 42 so as to overlap a part thereof. In addition, when the plate member 50 is fastened to the flange portion 43 by the bolt 43b, the thickness (shaft length) of the flange portion 43 is secured to some extent, so that the annular recess 42a protrudes in the radial direction when viewed from the radial direction of the rotor 30. By making the end surface on the portion 44 side substantially flush with the end surface on the rotor 30 side of the flange portion 43, the durability of the rotor support member 40 can be further improved.

ピストン67は、環状の受圧部67aと、当該受圧部67aの外周から軸方向におけるクラッチハブ61側に延出された筒状の被支持部67bと、当該被支持部67bの径方向外側に形成された押圧部67cとを含み、ロータ支持部材40の環状壁部46とプレート部材50との軸方向における間に配置される。ピストン67の受圧部67aの内周面は、シール部材を介してクラッチドラムとしてのロータ支持部材40の内筒部47の外周面により軸方向に移動自在に支持される。また、受圧部67aの外周面は、シール部材を介してロータ支持部材40のピストン支持部49の内周面により軸方向に移動自在に支持され、ロータ支持部材40の環状壁部46とピストン67の受圧部67aとの間にクラッチK0の係合油室69aが画成される。更に、押圧部67cの外周部には、ロータ支持部材40の外筒部42のスプライン42sに遊嵌される複数の凹部(溝)が周方向に間隔をおいて形成されている。これにより、ピストン67を外筒部42に対して回り止めして両者を一体に回転させることが可能となる。 The piston 67 is formed on the annular pressure receiving portion 67a, the tubular supported portion 67b extending axially from the outer circumference of the pressure receiving portion 67a toward the clutch hub 61 side, and the radially outer side of the supported portion 67b. The pressing portion 67c is included, and is arranged between the annular wall portion 46 of the rotor support member 40 and the plate member 50 in the axial direction. The inner peripheral surface of the pressure receiving portion 67a of the piston 67 is movably supported in the axial direction by the outer peripheral surface of the inner cylinder portion 47 of the rotor support member 40 as a clutch drum via the seal member. Further, the outer peripheral surface of the pressure receiving portion 67a is movably supported in the axial direction by the inner peripheral surface of the piston support portion 49 of the rotor support member 40 via the seal member, and the annular wall portion 46 of the rotor support member 40 and the piston 67 are supported. An engaging oil chamber 69a of the clutch K0 is defined between the pressure receiving portion 67a and the clutch K0. Further, on the outer peripheral portion of the pressing portion 67c, a plurality of recesses (grooves) loosely fitted to the splines 42s of the outer cylinder portion 42 of the rotor support member 40 are formed at intervals in the circumferential direction. As a result, the piston 67 can be prevented from rotating with respect to the outer cylinder portion 42, and both can be rotated integrally.

キャンセルプレート68は、ピストン67に対してロータ支持部材40の環状壁部46とは反対側に配置される環状部材である。キャンセルプレート68の内周部は、スナップリングを用いてロータ支持部材40の内筒部47に固定される。また、キャンセルプレート68の外周面は、シール部材を介してピストン67の被支持部67bの内周面を軸方向に移動自在に支持する。これにより、ピストン67の受圧部67aとキャンセルプレート68との間に、係合油室69a内で発生する遠心油圧をキャンセルするための遠心油圧キャンセル室69bが画成される。更に、ピストン67の受圧部67aとキャンセルプレート68との軸方向における間には、複数のリターンスプリング(コイルばね)SPが周方向に間隔をおいて配置される。各リターンスプリングSPは、ピストン67を摩擦プレート63およびセパレータプレート64から離間する側に付勢する。 The cancel plate 68 is an annular member arranged on the side of the rotor support member 40 opposite to the annular wall portion 46 with respect to the piston 67. The inner peripheral portion of the cancel plate 68 is fixed to the inner cylinder portion 47 of the rotor support member 40 by using a snap ring. Further, the outer peripheral surface of the cancel plate 68 supports the inner peripheral surface of the supported portion 67b of the piston 67 so as to be movable in the axial direction via the seal member. As a result, a centrifugal oil pressure canceling chamber 69b for canceling the centrifugal oil pressure generated in the engaging oil chamber 69a is defined between the pressure receiving portion 67a of the piston 67 and the cancel plate 68. Further, a plurality of return springs (coil springs) SPs are arranged at intervals in the circumferential direction between the pressure receiving portion 67a of the piston 67 and the cancel plate 68 in the axial direction. Each return spring SP urges the piston 67 to a side away from the friction plate 63 and the separator plate 64.

動力伝達装置15は、トルク増幅機能を有するトルクコンバータ(流体伝動装置)16や、ロックアップクラッチCL、変速機構(自動変速機)17、機械式のオイルポンプ18、作動油を調圧する油圧制御装置19、変速機構17等を収容するトランスミッションケース150等を含む。トルクコンバータ16は、フレックスプレート145(図1および図2参照)を介して第2伝達軸142に常時連結される入力部材としてのフロントカバーと、当該フロントカバーに固定されるポンプインペラと、変速機構17の入力軸17iに連結されるタービンランナと、タービンランナからポンプインペラへと向かう作動油の流れを整流してトルクを増幅させるステータとを含む。ただし、動力伝達装置15は、トルクコンバータ16の代わりに、ステータをもたない流体継手を含んでもよい。ロックアップクラッチCLは、フロントカバーと変速機構17の入力軸17iとを連結すると共に両者の連結を解除するものである。 The power transmission device 15 includes a torque converter (fluid transmission device) 16 having a torque amplification function, a lockup clutch CL, a transmission mechanism (automatic transmission) 17, a mechanical oil pump 18, and a hydraulic control device that regulates hydraulic oil. 19. The transmission case 150 and the like for accommodating the transmission mechanism 17 and the like are included. The torque converter 16 includes a front cover as an input member that is always connected to the second transmission shaft 142 via a flex plate 145 (see FIGS. 1 and 2), a pump impeller fixed to the front cover, and a transmission mechanism. It includes a turbine runner connected to the input shaft 17i of 17, and a stator that rectifies the flow of hydraulic oil from the turbine runner to the pump impeller to amplify the torque. However, the power transmission device 15 may include a fluid coupling having no stator instead of the torque converter 16. The lockup clutch CL connects the front cover and the input shaft 17i of the transmission mechanism 17 and releases the connection between the two.

変速機構17は、入力軸17iに加えて、出力軸17o、複数の遊星歯車、それぞれ複数のクラッチおよびブレーキ(変速用係合要素)を含む例えば4段−10段変速式の多段変速機である。変速機構17は、エンジン11およびモータジェネレータMGの少なくとも何れか一方から、第2伝達軸142とトルクコンバータ16およびロックアップクラッチCLの何れか一方とを介して入力軸17iに伝達された動力を複数段階に変速して出力軸17oからデファレンシャルギヤDFを介して左右の駆動輪DWに出力する。ただし、変速機構17は、デュアルクラッチトランスミッションであってもよく、機械式の無段変速機であってもよい。なお、動力伝達装置15からトルクコンバータ16およびロックアップクラッチCLが省略されてもよく、この場合、変速機構17は、クラッチK0とは別のクラッチを介してモータジェネレータMG(ロータ支持部材40あるいは第2伝達軸142)に連結されてもよい。 The transmission mechanism 17 is, for example, a 4-speed-10-speed multi-speed transmission including an output shaft 17o, a plurality of planetary gears, a plurality of clutches and brakes (engagement elements for shifting) in addition to the input shaft 17i. .. The transmission mechanism 17 transmits a plurality of powers transmitted from at least one of the engine 11 and the motor generator MG to the input shaft 17i via the second transmission shaft 142 and one of the torque converter 16 and the lockup clutch CL. The speed is changed in stages and the output is output from the output shaft 17o to the left and right drive wheels DW via the differential gear DF. However, the transmission mechanism 17 may be a dual clutch transmission or a mechanical continuously variable transmission. The torque converter 16 and the lockup clutch CL may be omitted from the power transmission device 15. In this case, the transmission mechanism 17 uses a clutch different from the clutch K0 to transmit the motor generator MG (rotor support member 40 or the first). 2 It may be connected to the transmission shaft 142).

オイルポンプ18は、巻掛け伝動機構を介してトルクコンバータ16のポンプインペラに連結されるギヤポンプあるいはベーンポンプであり、変速機構17の入力軸17iとは別軸上に配置される。オイルポンプ18は、当該巻掛け伝動機構を介して第2伝達軸142からの動力により駆動され、作動油貯留部(図示省略)に貯留されている作動油(ATF)を吸引して油圧制御装置19へと圧送する。油圧制御装置19は、複数の油路が形成されたバルブボディや、複数のレギュレータバルブ、複数のリニアソレノイドバルブ等を含む。油圧制御装置19は、オイルポンプ18からの油圧(作動油)を調圧してトルクコンバータ16や、ロックアップクラッチCL、変速機構17のクラッチおよびブレーキ等に供給する。トランスミッションケース150は、アルミニウム合金製の鋳造品である。 The oil pump 18 is a gear pump or vane pump connected to the pump impeller of the torque converter 16 via a winding transmission mechanism, and is arranged on a shaft different from the input shaft 17i of the transmission mechanism 17. The oil pump 18 is driven by power from the second transmission shaft 142 via the winding transmission mechanism, and sucks the hydraulic oil (ATF) stored in the hydraulic oil storage unit (not shown) to be a hydraulic control device. Pump to 19. The hydraulic control device 19 includes a valve body in which a plurality of oil passages are formed, a plurality of regulator valves, a plurality of linear solenoid valves, and the like. The hydraulic control device 19 regulates the oil pressure (hydraulic oil) from the oil pump 18 and supplies it to the torque converter 16, the lockup clutch CL, the clutch and the brake of the transmission mechanism 17. The transmission case 150 is a cast product made of an aluminum alloy.

また、ハイブリッド駆動装置10は、クラッチK0に油圧を供給する第2の油圧制御装置70を含む。当該油圧制御装置70は、モータケース8の下部に取り付けられ、オイルポンプ18からの油圧を調圧してクラッチK0の係合油室69a等に油圧を供給する。油圧制御装置70からの油圧がモータケース8のハウジング80(軸支持部85)に形成された径方向油路83や、第2伝達軸142に形成された軸方向油路L1および径方向油路L3、ロータ支持部材40の内筒部47に形成された油孔47aを介して係合油室69aに供給されると、ピストン67は、係合油圧の作用によりキャンセルプレート68に向けて移動する。これにより、押圧部67cによりセパレータプレート64および摩擦プレート63が押圧されて摩擦係合し、クラッチK0が係合する。また、クラッチK0の遠心油圧キャンセル室69bには、端壁82(軸支持部85)に形成された径方向油路84や、第2伝達軸142に形成された軸方向油路L2および径方向油路L4、上記油孔47aと軸方向に並ぶようにロータ支持部材40の内筒部47に形成された油孔47bを介して油圧制御装置70からドレンされる作動油が供給される。なお、油圧制御装置70は、ハイブリッド駆動装置10から省略されてもよく、この場合、クラッチK0には、動力伝達装置15の油圧制御装置19から油圧が供給されてもよい。また、クラッチK0から遠心油圧キャンセル室69bが省略されてもよい。 In addition, the hybrid drive device 10 includes a second hydraulic control device 70 that supplies hydraulic pressure to the clutch K0. The oil pressure control device 70 is attached to the lower part of the motor case 8 and regulates the oil pressure from the oil pump 18 to supply the oil pressure to the engaging oil chamber 69a of the clutch K0 and the like. The radial oil passage 83 formed in the housing 80 (shaft support portion 85) of the motor case 8 and the axial oil passage L1 and the radial oil passage formed in the second transmission shaft 142 for the oil pressure from the hydraulic control device 70. When the piston 67 is supplied to the engaging oil chamber 69a through the oil hole 47a formed in the inner cylinder portion 47 of the rotor support member 40 in L3, the piston 67 moves toward the cancel plate 68 by the action of the engaging hydraulic pressure. .. As a result, the separator plate 64 and the friction plate 63 are pressed by the pressing portion 67c to be frictionally engaged, and the clutch K0 is engaged. Further, in the centrifugal oil passage chamber 69b of the clutch K0, the radial oil passage 84 formed in the end wall 82 (shaft support portion 85), the axial oil passage L2 formed in the second transmission shaft 142, and the radial direction The hydraulic oil drained from the hydraulic control device 70 is supplied through the oil passage L4 and the oil hole 47b formed in the inner cylinder portion 47 of the rotor support member 40 so as to be aligned with the oil hole 47a in the axial direction. The hydraulic control device 70 may be omitted from the hybrid drive device 10, and in this case, the clutch K0 may be supplied with oil from the hydraulic control device 19 of the power transmission device 15. Further, the centrifugal oil pressure canceling chamber 69b may be omitted from the clutch K0.

続いて、図4を参照しながら、ハイブリッド駆動装置10における第1および第2伝達軸141,142並びにロータ支持部材40の支持構造等について詳細に説明する。 Subsequently, with reference to FIG. 4, the support structures of the first and second transmission shafts 141 and 142 and the rotor support member 40 in the hybrid drive device 10 will be described in detail.

図4に示すように、第1伝達軸141は、エンジン11側(図4中左側)の第1端部141aと、変速機構17側(図4中右側)の第2端部141bと、第1および第2端部141a,141bの軸方向における間に形成された円盤状の拡径部141eとを含む。第1端部141aは、円柱面状の外周面を有し、第2端部141bは、図示するように、第1端部141aよりも小径の円筒状(筒状)に形成されている。第1伝達軸141の拡径部141eは、第1および第2端部141a,141bよりも大径に形成され、エンジン11側で第2端部141bに隣り合う。すなわち、第2端部141bは、拡径部141eの変速機構17側の端面から第1端部141aとは反対側に突出する。 As shown in FIG. 4, the first transmission shaft 141 has a first end portion 141a on the engine 11 side (left side in FIG. 4), a second end portion 141b on the transmission mechanism 17 side (right side in FIG. 4), and a second transmission shaft 141. It includes a disk-shaped enlarged diameter portion 141e formed between the first and the second end portions 141a and 141b in the axial direction. The first end portion 141a has a cylindrical outer peripheral surface, and the second end portion 141b is formed in a cylindrical shape (cylindrical shape) having a diameter smaller than that of the first end portion 141a, as shown in the figure. The enlarged diameter portion 141e of the first transmission shaft 141 is formed to have a larger diameter than the first and second end portions 141a and 141b, and is adjacent to the second end portion 141b on the engine 11 side. That is, the second end portion 141b projects from the end surface of the diameter-expanded portion 141e on the transmission mechanism 17 side to the side opposite to the first end portion 141a.

また、第1伝達軸141の拡径部141eからは、環状のフランジ部141fが延出されている。フランジ部141fは、ロータ支持部材40のプレート部材50の変速機構17側で第2端部141bの一部(拡径部141e側の半分程度)を包囲するように拡径部141eの外周部から変速機構17側かつ径方向外側に延出されている。本実施形態において、フランジ部141fの変速機構17側の表面の内周部は、変速機構17側からエンジン11側に向かうにつれて縮径するように円錐面状に形成されている。フランジ部141fの外周部には、クラッチハブ61の環状壁部61bの内周が溶接により固定される。更に、フランジ部141fと、それに対向するプレート部材50の内周部との間には、第1伝達軸141を軸方向に支持するスラスト軸受(外側スラスト軸受)Btmが配置される。 Further, an annular flange portion 141f extends from the enlarged diameter portion 141e of the first transmission shaft 141. The flange portion 141f is from the outer peripheral portion of the enlarged diameter portion 141e so as to surround a part of the second end portion 141b (about half of the enlarged diameter portion 141e side) on the transmission mechanism 17 side of the plate member 50 of the rotor support member 40. It extends toward the transmission mechanism 17 and outward in the radial direction. In the present embodiment, the inner peripheral portion of the surface of the flange portion 141f on the transmission mechanism 17 side is formed in a conical shape so that the diameter decreases from the transmission mechanism 17 side toward the engine 11 side. The inner circumference of the annular wall portion 61b of the clutch hub 61 is fixed to the outer peripheral portion of the flange portion 141f by welding. Further, a thrust bearing (outer thrust bearing) Btm that supports the first transmission shaft 141 in the axial direction is arranged between the flange portion 141f and the inner peripheral portion of the plate member 50 facing the flange portion 141f.

第2伝達軸142のエンジン11側の端部142aは、第1伝達軸141の拡径部141eの外径よりも小さい外径および第1伝達軸141の第2端部141bの外径よりも大きい内径を有する円筒状(筒状)に形成されている。端部142aの内部空間は、第2伝達軸142の軸方向油路L2に連通する。更に、端部142aの外周面には、ロータ支持部材40の内筒部47のスプラインが嵌合されるスプラインが形成されている。 The end 142a of the second transmission shaft 142 on the engine 11 side has an outer diameter smaller than the outer diameter of the enlarged diameter portion 141e of the first transmission shaft 141 and an outer diameter smaller than the outer diameter of the second end portion 141b of the first transmission shaft 141. It is formed in a cylindrical shape (cylindrical shape) having a large inner diameter. The internal space of the end portion 142a communicates with the axial oil passage L2 of the second transmission shaft 142. Further, a spline into which the spline of the inner cylinder portion 47 of the rotor support member 40 is fitted is formed on the outer peripheral surface of the end portion 142a.

第1伝達軸141の第1端部141aは、エンジン11のクランクシャフト12によって、当該クランクシャフト12とダンパ機構13とを連結する連結部材123と、ラジアル軸受Br0(第4ラジアル軸受、本実施形態では、ボールベアリング)とを介して径方向に支持される。また、第1伝達軸141の拡径部141eは、第1および第2端部141a,141bの軸方向における間でモータケース8のエンジン11側の端壁部となるカバー88によりラジアル軸受Br1(第1ラジアル軸受あるいは内側ラジアル軸受)を介して径方向に支持される。図4に示すように、カバー88は、その内周から第1伝達軸141が挿通される貫通孔を画成するように変速機構17側に突出する円筒状の第1筒状部881を含む。ラジアル軸受Br1は、上述のシール部材91よりも変速機構17側(図中右側)に位置するように第1筒状部881の内周面と第1伝達軸141の拡径部141eの外周面との間に配置される。本実施形態において、ラジアル軸受Br1は、カバー88の第1筒状部881内に圧入されるカップを含む円筒ころ軸受である。 The first end portion 141a of the first transmission shaft 141 includes a connecting member 123 that connects the crankshaft 12 and the damper mechanism 13 by the crankshaft 12 of the engine 11, and a radial bearing Br0 (fourth radial bearing, the present embodiment). Then, it is supported in the radial direction via a ball bearing). Further, the enlarged diameter portion 141e of the first transmission shaft 141 is provided with a radial bearing Br1 (with a cover 88 serving as an end wall portion on the engine 11 side of the motor case 8 between the first and second end portions 141a and 141b in the axial direction. It is supported in the radial direction via a first radial bearing or an inner radial bearing). As shown in FIG. 4, the cover 88 includes a cylindrical first tubular portion 881 projecting from the inner circumference thereof toward the transmission mechanism 17 so as to define a through hole through which the first transmission shaft 141 is inserted. .. The radial bearing Br1 has an inner peripheral surface of the first cylindrical portion 881 and an outer peripheral surface of the enlarged diameter portion 141e of the first transmission shaft 141 so as to be located on the transmission mechanism 17 side (right side in the drawing) with respect to the seal member 91 described above. It is placed between and. In the present embodiment, the radial bearing Br1 is a cylindrical roller bearing including a cup press-fitted into the first tubular portion 881 of the cover 88.

第1伝達軸141の第2端部141bは、筒状に形成された第2伝達軸142のエンジン11側の端部142a内に挿入され、第1伝達軸141の第2端部141bの外周面と、第2伝達軸142の端部142aの内周面との間(径方向における間)には、第2伝達軸142を径方向に支持するラジアル軸受Br2(第2ラジアル軸受あるいは中間ラジアル軸受)が配置される。本実施形態において、ラジアル軸受Br2は、第2伝達軸142の端部142a内に圧入されるカップを含む円筒ころ軸受である。図4からわかるように、ラジアル軸受Br2は、径方向からみて、第1伝達軸141のフランジ部141fの外周部に固定されたクラッチハブ61と少なくとも部分的に軸方向に重なり合う。 The second end portion 141b of the first transmission shaft 141 is inserted into the end portion 142a on the engine 11 side of the second transmission shaft 142 formed in a cylindrical shape, and the outer circumference of the second end portion 141b of the first transmission shaft 141 is inserted. Between the surface and the inner peripheral surface of the end portion 142a of the second transmission shaft 142 (between in the radial direction), the radial bearing Br2 (second radial bearing or intermediate radial) that supports the second transmission shaft 142 in the radial direction is provided. Bearings) are placed. In the present embodiment, the radial bearing Br2 is a cylindrical roller bearing including a cup press-fitted into the end portion 142a of the second transmission shaft 142. As can be seen from FIG. 4, the radial bearing Br2 overlaps at least partially in the axial direction with the clutch hub 61 fixed to the outer peripheral portion of the flange portion 141f of the first transmission shaft 141 when viewed in the radial direction.

更に、第2伝達軸142のエンジン11側の端面すなわち端部142aの端面と、拡径部141eの変速機構17側の端面との軸方向における間には、第1および第2伝達軸141,142を軸方向に支持するスラスト軸受(内側スラスト軸受)Bt1が配置される。本実施形態では、スラスト軸受Bt1として、通油性を確保するために単一の保持器を含むものが採用される。図示するように、第1伝達軸141のフランジ部141fの内周部と、第2伝達軸142の端部142aとの間には、隙間が形成される。 Further, between the end face of the second transmission shaft 142 on the engine 11 side, that is, the end face of the end portion 142a, and the end face of the diameter-expanded portion 141e on the transmission mechanism 17 side in the axial direction, the first and second transmission shafts 1411, A thrust bearing (inner thrust bearing) Bt1 that supports 142 in the axial direction is arranged. In the present embodiment, the thrust bearing Bt1 including a single cage is adopted in order to ensure oil permeability. As shown in the figure, a gap is formed between the inner peripheral portion of the flange portion 141f of the first transmission shaft 141 and the end portion 142a of the second transmission shaft 142.

また、図4に示すように、第1伝達軸141の第2端部141bの端面と、第2伝達軸142の端部142a内の軸方向油路L2が開口する内端面との間には、当該軸方向油路L2に連通する内部空間が画成される。更に、第1伝達軸141は、第2端部141bに周方向に間隔をおいて形成された複数の内側油孔(第1油孔)hiと、それぞれ第1伝達軸141のフランジ部141fの基端部付近を貫通するように周方向に間隔をおいて形成された複数の外側油孔(第2油孔)hoとを含む。 Further, as shown in FIG. 4, between the end surface of the second end portion 141b of the first transmission shaft 141 and the inner end surface of the end portion 142a of the second transmission shaft 142 where the axial oil passage L2 opens. , An internal space communicating with the axial oil passage L2 is defined. Further, the first transmission shaft 141 includes a plurality of inner oil holes (first oil holes) hi formed at the second end portion 141b at intervals in the circumferential direction, and a flange portion 141f of the first transmission shaft 141, respectively. It includes a plurality of outer oil holes (second oil holes) ho formed at intervals in the circumferential direction so as to penetrate the vicinity of the base end portion.

複数の内側油孔hiは、それぞれ第2端部141bの内周面で開口すると共に第2端部141bの外周面のラジアル軸受Br2とスラスト軸受Bt1との軸方向における間で開口し、第2端部141bの端面で開口する内部空間と共に油路を形成する。本実施形態において、各内側油孔hiは、第1伝達軸141の第2端部141bの外周面から内周面に向かうにつれてエンジン11に近接するように斜めに形成されている。これにより、ドリルビットを第2端部141bの一部を包囲するフランジ部141fと干渉させることなく、それぞれ第2端部141bを貫通する複数の内側油孔hiを形成することが可能となる。複数の外側油孔oは、それぞれ径方向からみてラジアル軸受Br1およびスラスト軸受Bt1と少なくとも部分的に軸方向に重なり合うように形成されて径方向に延在する。 The plurality of inner oil holes hi are opened on the inner peripheral surface of the second end portion 141b, respectively, and are opened between the radial bearing Br2 and the thrust bearing Bt1 on the outer peripheral surface of the second end portion 141b in the axial direction. An oil passage is formed together with an internal space that opens at the end face of the end portion 141b. In the present embodiment, each inner oil hole hi is formed obliquely so as to approach the engine 11 from the outer peripheral surface to the inner peripheral surface of the second end portion 141b of the first transmission shaft 141. This makes it possible to form a plurality of inner oil holes hi each penetrating the second end portion 141b without causing the drill bit to interfere with the flange portion 141f surrounding a part of the second end portion 141b. The plurality of outer oil holes o are formed so as to at least partially overlap the radial bearing Br1 and the thrust bearing Bt1 in the radial direction when viewed in the radial direction, and extend in the radial direction.

そして、第2伝達軸142は、端部142aよりも変速機構17側でモータケース8のハウジング80(端壁82)に設けられた軸支持部85によりラジアル軸受(第3ラジアル軸受)Br3を介して径方向に支持される。本実施形態において、ラジアル軸受Br3は、ハウジング80の軸支持部85内に圧入されるカップを含む円筒ころ軸受である。更に、第2伝達軸142のフランジ部142fとハウジング80の端壁82との軸方向における間には、第2伝達軸142を軸方向に支持するスラスト軸受Bt2が配置される。本実施形態において、スラスト軸受Bt2は、2つの保持器を含むものである。 Then, the second transmission shaft 142 is via a radial bearing (third radial bearing) Br3 by a shaft support portion 85 provided on the housing 80 (end wall 82) of the motor case 8 on the transmission mechanism 17 side of the end portion 142a. Is supported in the radial direction. In the present embodiment, the radial bearing Br3 is a cylindrical roller bearing including a cup press-fitted into the shaft support portion 85 of the housing 80. Further, a thrust bearing Bt2 that supports the second transmission shaft 142 in the axial direction is arranged between the flange portion 142f of the second transmission shaft 142 and the end wall 82 of the housing 80 in the axial direction. In this embodiment, the thrust bearing Bt2 includes two cages.

ハウジング80の軸支持部85は、第2伝達軸142のフランジ部142fを除いた部分(円筒状の部分)の軸長の概ね半分程度の軸長を有するように端壁82に形成されている。また、第2伝達軸142には、ロータ支持部材40の内筒部47が軸支持部85よりもエンジン11側に位置するように嵌合される。更に、内筒部47の内周面のスプラインは、第2伝達軸142の端部142aの外周面に形成されたスプラインに嵌合され、当該端部142aには、内筒部47すなわちロータ支持部材40の軸方向移動を規制するスナップリングが装着される。これにより、ロータ支持部材40すなわちモータジェネレータMGのロータ30が第2伝達軸142に常時連結され、内筒部47すなわちロータ支持部材40と第2伝達軸142との固定部(スプライン嵌合部)f(図4における点線参照)は、径方向からみてラジアル軸受Br2と少なくとも部分的に軸方向に重なり合う。 The shaft support portion 85 of the housing 80 is formed on the end wall 82 so as to have a shaft length of approximately half the shaft length of the portion (cylindrical portion) of the second transmission shaft 142 excluding the flange portion 142f. .. Further, the inner cylinder portion 47 of the rotor support member 40 is fitted to the second transmission shaft 142 so as to be located closer to the engine 11 than the shaft support portion 85. Further, the spline on the inner peripheral surface of the inner cylinder portion 47 is fitted to the spline formed on the outer peripheral surface of the end portion 142a of the second transmission shaft 142, and the inner cylinder portion 47, that is, the rotor support is provided on the end portion 142a. A snap ring that regulates the axial movement of the member 40 is attached. As a result, the rotor support member 40, that is, the rotor 30 of the motor generator MG is always connected to the second transmission shaft 142, and the inner cylinder portion 47, that is, the fixing portion (spline fitting portion) between the rotor support member 40 and the second transmission shaft 142. f (see the dotted line in FIG. 4) overlaps the radial bearing Br2 at least partially in the axial direction when viewed from the radial direction.

また、図4に示すように、モータケース8のカバー88は、上記第1筒状部881を包囲するように変速機構17に向けて軸方向に突出する円筒状の第2筒状部882を含む。第2筒状部882は、第1筒状部881の外径よりも大きい内径を有する。更に、ロータ支持部材40のプレート部材50は、その内周からエンジン11に向けて軸方向に突出する円筒状の筒状部51を含む。プレート部材50の筒状部51は、カバー88の第1筒状部881の外径よりも大きい内径を有すると共に、第2筒状部882の内径よりも小さい外径を有する。 Further, as shown in FIG. 4, the cover 88 of the motor case 8 has a cylindrical second tubular portion 882 protruding in the axial direction toward the transmission mechanism 17 so as to surround the first tubular portion 881. include. The second tubular portion 882 has an inner diameter larger than the outer diameter of the first tubular portion 881. Further, the plate member 50 of the rotor support member 40 includes a cylindrical tubular portion 51 that projects axially from the inner circumference thereof toward the engine 11. The tubular portion 51 of the plate member 50 has an inner diameter larger than the outer diameter of the first tubular portion 881 of the cover 88 and an outer diameter smaller than the inner diameter of the second tubular portion 882.

第2筒状部882内には、上記ラジアル軸受Brf(ボールベアリング)のアウターレースがカバー88の変速機構17側の表面(内側表面)に当接しないように圧入され、プレート部材50の筒状部51は、当該ラジアル軸受Brfのインナーレース内に嵌合される。これにより、プレート部材50の筒状部51の外周面と、カバー88の第2筒状部882の内周面との間にラジアル軸受Brfが配置され、プレート部材50がラジアル軸受Brfを介してカバー88により回転自在かつ径方向に支持される。また、ラジアル軸受Brfのアウターレースが第2筒状部882内に圧入され、かつ筒状部51が当該ラジアル軸受Brfのインナーレース内に嵌合されることで、プレート部材50すなわちロータ支持部材40のエンジン11側への移動は、ラジアル軸受Brfを介してカバー88すなわちケース8により規制される。 The outer race of the radial bearing Brf (ball bearing) is press-fitted into the second tubular portion 882 so as not to come into contact with the surface (inner surface) of the cover 88 on the transmission mechanism 17 side, and the plate member 50 has a tubular shape. The portion 51 is fitted in the inner race of the radial bearing Brf. As a result, the radial bearing Brf is arranged between the outer peripheral surface of the tubular portion 51 of the plate member 50 and the inner peripheral surface of the second tubular portion 882 of the cover 88, and the plate member 50 passes through the radial bearing Brf. It is rotatably and radially supported by the cover 88. Further, the outer race of the radial bearing Brf is press-fitted into the second tubular portion 882, and the tubular portion 51 is fitted into the inner race of the radial bearing Brf, whereby the plate member 50, that is, the rotor support member 40 The movement of the engine to the engine 11 side is regulated by the cover 88, that is, the case 8 via the radial bearing Brf.

上述のように、プレート部材50の筒状部51の内径は、カバー88の第1筒状部881の外径よりも大きい。従って、第1筒状部881の外周面と、プレート部材50の筒状部51の内周面との間には、図示するように、環状の隙間aが形成される。更に、カバー88の第1筒状部881には、図4および図5に示すように、複数(本実施形態では、例えば3個)の油孔h1が周方向に間隔をおいて形成されている。各油孔h1は、第1筒状部881の外周面で開口すると共に、第1筒状部881の内周面のラジアル軸受Br1とシール部材91との軸方向における間で開口する。すなわち、各油孔h1は、隙間aとラジアル軸受Br1とシール部材91との軸方向における間の空間とを連通する。 As described above, the inner diameter of the tubular portion 51 of the plate member 50 is larger than the outer diameter of the first tubular portion 881 of the cover 88. Therefore, as shown in the figure, an annular gap a is formed between the outer peripheral surface of the first cylindrical portion 881 and the inner peripheral surface of the tubular portion 51 of the plate member 50. Further, as shown in FIGS. 4 and 5, a plurality of oil holes h1 (for example, three in the present embodiment) are formed in the first tubular portion 881 of the cover 88 at intervals in the circumferential direction. There is. Each oil hole h1 is opened on the outer peripheral surface of the first tubular portion 881 and is opened between the radial bearing Br1 on the inner peripheral surface of the first tubular portion 881 and the seal member 91 in the axial direction. That is, each oil hole h1 communicates the gap a with the space between the radial bearing Br1 and the seal member 91 in the axial direction.

また、カバー88の第1筒状部881の端面は、第1伝達軸141のフランジ部141fと間隔をおいて対向し、第1筒状部881の端面とフランジ部141fとの間には、図4に示すように、隙間aに連通する環状の隙間bが形成される。かかる隙間bは、スラスト軸受Btmが配置される空間の内周部にも連通する。一方、カバー88の第2筒状部882の端面は、プレート部材50と間隔をおいて対向し、第2筒状部882の端面(およびラジアル軸受Brfのインナーレースおよびアウターレースの端面)とプレート部材50との間には、環状の隙間cが形成される。 Further, the end surface of the first cylindrical portion 881 of the cover 88 faces the flange portion 141f of the first transmission shaft 141 at a distance, and the end surface of the first tubular portion 881 and the flange portion 141f are located between the end surface of the first tubular portion 881 and the flange portion 141f. As shown in FIG. 4, an annular gap b communicating with the gap a is formed. The gap b also communicates with the inner peripheral portion of the space in which the thrust bearing Btm is arranged. On the other hand, the end face of the second cylindrical portion 882 of the cover 88 faces the plate member 50 at a distance, and the end face of the second tubular portion 882 (and the end faces of the inner race and the outer race of the radial bearing Brf) and the plate. An annular gap c is formed between the member 50 and the member 50.

更に、第2筒状部882は、複数(本実施形態では、例えば2つ)の油溝gと、複数(本実施形態では、例えば2個)の油孔h2とを含む。複数の油溝gは、少なくとも1つがモータケース8内で上側に位置すると共に少なくとも1つがモータケース8内で下側に位置するように第2筒状部882の内周面に周方向に間隔をおいて形成され、それぞれ隙間cおよびカバー88の内側表面とラジアル軸受Brfとの間に画成される空間に連通する。複数の油孔h2は、図4および図5に示すように、少なくとも1つがモータケース8内で上側に位置すると共に少なくとも1つがモータケース8内で下側に位置するように形成され、それぞれ第2筒状部882の外周面で開口すると共に対応する油溝gの底面(内周面)で開口する。 Further, the second tubular portion 882 includes a plurality of oil grooves g (for example, two in the present embodiment) and a plurality of oil holes h2 (for example, two in the present embodiment). The plurality of oil grooves g are spaced apart from the inner peripheral surface of the second tubular portion 882 in the circumferential direction so that at least one is located on the upper side in the motor case 8 and at least one is located on the lower side in the motor case 8. It communicates with the gap c and the space defined between the inner surface of the cover 88 and the radial bearing Brf, respectively. As shown in FIGS. 4 and 5, the plurality of oil holes h2 are formed so that at least one is located on the upper side in the motor case 8 and at least one is located on the lower side in the motor case 8. 2 It opens at the outer peripheral surface of the tubular portion 882 and at the bottom surface (inner peripheral surface) of the corresponding oil groove g.

また、カバー88は、図4および図5に示すように、モータケース8内の上側半分の領域に含まれるように内側表面から突出する一対の集油ガイド(突部)885を含む。一対の集油ガイド885は、モータケース8内での第2筒状部882の最上部付近から径方向外側に向かうにつれて互いに離間するように(左右に開くように)カバー88の内表面に形成される。更に、各集油ガイド885の基端部は、図4に示すように、第2筒状部882の端面付近まで突出する。また、本実施形態では、一対の集油ガイド885の基端部同士の間に1つの油孔h2が配置される。 Further, as shown in FIGS. 4 and 5, the cover 88 includes a pair of oil collecting guides (protrusions) 885 protruding from the inner surface so as to be included in the upper half region in the motor case 8. The pair of oil collecting guides 885 are formed on the inner surface of the cover 88 so as to be separated from each other (open to the left and right) from the vicinity of the uppermost portion of the second tubular portion 882 in the motor case 8 toward the outer side in the radial direction. Will be done. Further, as shown in FIG. 4, the base end portion of each oil collecting guide 885 projects to the vicinity of the end surface of the second tubular portion 882. Further, in the present embodiment, one oil hole h2 is arranged between the base ends of the pair of oil collecting guides 885.

上述のように構成されるハイブリッド駆動装置10では、エンジン11のクランクシャフト12に連結される第1伝達軸141が、エンジン11側の第1端部141aと変速機構17側の第2端部141bとの軸方向における間でモータケース8のカバー88によりラジアル軸受(第1ラジアル軸受)Br1を介して径方向に支持される。また、第1伝達軸141の第2端部141bは、筒状に形成された第2伝達軸142のエンジン11側の端部142a内に挿入され、第1伝達軸141の第2端部141bの外周面と、第2伝達軸142の端部142aの内周面との間には、第2伝達軸142を径方向に支持するラジアル軸受(第2ラジアル軸受)Br2が配置される。更に、第2伝達軸142は、端部142aよりも変速機構17側でモータケース8のハウジング80に設けられた軸支持部85によりラジアル軸受(第3ラジアル軸受)Br3を介して径方向に支持される。 In the hybrid drive device 10 configured as described above, the first transmission shaft 141 connected to the crankshaft 12 of the engine 11 has a first end portion 141a on the engine 11 side and a second end portion 141b on the transmission mechanism 17 side. It is supported in the radial direction by the cover 88 of the motor case 8 via the radial bearing (first radial bearing) Br1. Further, the second end portion 141b of the first transmission shaft 141 is inserted into the end portion 142a on the engine 11 side of the second transmission shaft 142 formed in a cylindrical shape, and the second end portion 141b of the first transmission shaft 141 is inserted. A radial bearing (second radial bearing) Br2 that supports the second transmission shaft 142 in the radial direction is arranged between the outer peripheral surface of the second transmission shaft 142 and the inner peripheral surface of the end portion 142a of the second transmission shaft 142. Further, the second transmission shaft 142 is radially supported via the radial bearing (third radial bearing) Br3 by the shaft support portion 85 provided in the housing 80 of the motor case 8 on the transmission mechanism 17 side of the end portion 142a. Will be done.

すなわち、第2伝達軸142は、エンジン11側でラジアル軸受Br2、第1伝達軸141およびラジアル軸受Br1を介してモータケース8(カバー88)により径方向に支持され、変速機構17側でラジアル軸受Br3を介してモータケース8(ハウジング80)の軸支持部85により径方向に支持される。これにより、モータジェネレータMGのロータ30からの動力を変速機構17に伝達する第2伝達軸142の軸振れを良好に抑制することが可能となる。更に、ハイブリッド駆動装置10では、ラジアル軸受Br2を支持するようにモータケース8の軸支持部85をエンジン11側に延長する必要がなくなるので、当該軸支持部85を短縮化して、それにより生じた余剰スペースに他の部材すなわちロータ支持部材40(内筒部47)を配置することができる。この結果、第2伝達軸142の軸振れを抑制しつつ、ハイブリッド駆動装置10の軸長を短縮化することが可能となる。 That is, the second transmission shaft 142 is radially supported by the motor case 8 (cover 88) via the radial bearing Br2, the first transmission shaft 141, and the radial bearing Br1 on the engine 11 side, and the radial bearing on the transmission mechanism 17 side. It is radially supported by the shaft support portion 85 of the motor case 8 (housing 80) via Br3. As a result, it is possible to satisfactorily suppress the shaft runout of the second transmission shaft 142 that transmits the power from the rotor 30 of the motor generator MG to the transmission mechanism 17. Further, in the hybrid drive device 10, since it is not necessary to extend the shaft support portion 85 of the motor case 8 to the engine 11 side so as to support the radial bearing Br2, the shaft support portion 85 is shortened, resulting in this. Another member, that is, the rotor support member 40 (inner cylinder portion 47) can be arranged in the surplus space. As a result, it is possible to shorten the shaft length of the hybrid drive device 10 while suppressing the shaft runout of the second transmission shaft 142.

また、ハイブリッド駆動装置10において、ロータ支持部材40の内筒部47は、モータケース8の軸支持部85よりもエンジン11側で第2伝達軸142に嵌合され、内筒部47(ロータ支持部材40)と第2伝達軸142との固定部fは、径方向からみてラジアル軸受Br2と少なくとも部分的に軸方向に重なり合う。これにより、モータケース8の軸支持部85の短縮化により生じた余剰スペースを有効に活用して、ハイブリッド駆動装置10の軸長をより短縮化することが可能となる。 Further, in the hybrid drive device 10, the inner cylinder portion 47 of the rotor support member 40 is fitted to the second transmission shaft 142 on the engine 11 side of the shaft support portion 85 of the motor case 8, and the inner cylinder portion 47 (rotor support). The fixing portion f between the member 40) and the second transmission shaft 142 overlaps the radial bearing Br2 at least partially in the axial direction when viewed in the radial direction. As a result, the shaft length of the hybrid drive device 10 can be further shortened by effectively utilizing the surplus space generated by shortening the shaft support portion 85 of the motor case 8.

更に、第1伝達軸141の第1端部141aは、エンジン11のクランクシャフト12とダンパ機構13とを連結する連結部材123によりラジアル軸受(第4ラジアル軸受)Br0を介して径方向に支持される。また、第1伝達軸141は、エンジン11側で第2端部141bに隣り合う第2端部141bよりも大径の拡径部141eを含み、当該拡径部141eは、モータケース8のカバー88によりラジアル軸受Br1を介して径方向に支持される。これにより、第1および第2伝達軸141,142の双方を軸振れしないように支持することが可能となる。 Further, the first end portion 141a of the first transmission shaft 141 is radially supported via the radial bearing (fourth radial bearing) Br0 by the connecting member 123 that connects the crankshaft 12 of the engine 11 and the damper mechanism 13. NS. Further, the first transmission shaft 141 includes a diameter-expanded portion 141e having a diameter larger than that of the second end portion 141b adjacent to the second end portion 141b on the engine 11 side, and the diameter-expanded portion 141e covers the motor case 8. It is supported in the radial direction by 88 via the radial bearing Br1. This makes it possible to support both the first and second transmission shafts 141 and 142 so as not to swing.

また、ハイブリッド駆動装置10では、環状のフランジ部141fが変速機構17側で第2端部141bの少なくとも一部を包囲するように第1伝達軸141の拡径部141eから径方向外側に延出される。そして、フランジ部141fの外周部には、径方向からみてラジアル軸受Br2と少なくとも部分的に軸方向に重なり合うようにクラッチK0のクラッチハブ61が固定される。これにより、ハイブリッド駆動装置10の軸長の短縮化を図りつつ、第1伝達軸141とクラッチK0のクラッチハブ61とを繋ぐことが可能となる。 Further, in the hybrid drive device 10, the annular flange portion 141f extends radially outward from the enlarged diameter portion 141e of the first transmission shaft 141 so as to surround at least a part of the second end portion 141b on the transmission mechanism 17 side. Is done. The clutch hub 61 of the clutch K0 is fixed to the outer peripheral portion of the flange portion 141f so as to at least partially overlap the radial bearing Br2 in the axial direction when viewed from the radial direction. This makes it possible to connect the first transmission shaft 141 and the clutch hub 61 of the clutch K0 while shortening the shaft length of the hybrid drive device 10.

更に、ハイブリッド駆動装置10のモータケース8は、エンジン11側でモータジェネレータMGおよびクラッチK0と対向するように延在する端壁部としてのカバー88を含み、ロータ支持部材40は、カバー88と対向するプレート部材(環状部材)50を含む。また、カバー88は、内周から変速機構17に向けて軸方向に突出する第1筒状部881と、第1筒状部881を包囲するように変速機構17に向けて軸方向に突出する第2筒状部882とを含み、ロータ支持部材40のプレート部材50は、内周からエンジン11に向けて軸方向に突出する筒状部51を含む。更に、エンジン11のクランクシャフト12に連結される第1伝達軸141(拡径部141e)と、カバー88の第1筒状部881の内周面との間には、第1伝達軸141を径方向に支持するためのラジアル軸受(内側ラジアル軸受)Br1が配置され、当該第1筒状部881の外周面と、プレート部材50の筒状部51の内周面との間には、隙間aが形成される。更に、プレート部材50の筒状部51の外周面と、カバー88の第2筒状部882の内周面との間に、ロータ支持部材40を径方向に支持するためのラジアル軸受(外側ラジアル軸受)Brfが配置される。 Further, the motor case 8 of the hybrid drive device 10 includes a cover 88 as an end wall portion extending so as to face the motor generator MG and the clutch K0 on the engine 11 side, and the rotor support member 40 faces the cover 88. The plate member (annular member) 50 is included. Further, the cover 88 projects axially toward the speed change mechanism 17 so as to surround the first cylindrical portion 881 protruding from the inner circumference toward the transmission mechanism 17 in the axial direction and the first tubular portion 881. The plate member 50 of the rotor support member 40 includes the second cylindrical portion 882, and the plate member 50 of the rotor support member 40 includes a tubular portion 51 projecting axially from the inner circumference toward the engine 11. Further, a first transmission shaft 141 is provided between the first transmission shaft 141 (expanded diameter portion 141e) connected to the crankshaft 12 of the engine 11 and the inner peripheral surface of the first cylindrical portion 881 of the cover 88. A radial bearing (inner radial bearing) Br1 for supporting in the radial direction is arranged, and a gap is provided between the outer peripheral surface of the first cylindrical portion 881 and the inner peripheral surface of the tubular portion 51 of the plate member 50. a is formed. Further, a radial bearing (outer radial) for supporting the rotor support member 40 in the radial direction between the outer peripheral surface of the tubular portion 51 of the plate member 50 and the inner peripheral surface of the second tubular portion 882 of the cover 88. Bearing) Brf is arranged.

これにより、モータケース8のカバー88の第1筒状部881内にラジアル軸受Br1のカップが圧入されて当該第1筒状部881が変形したとしても、第1筒状部881の外周面とプレート部材50の筒状部51の内周面との間に隙間aが形成されることから、第1筒状部881の変形の影響がプレート部材50の筒状部51に及ぶことはない。エンジン11の回転に伴って第1伝達軸141の軸心に対する振れが生じたとしても、第1筒状部881の外周面とプレート部材50の筒状部51の内周面との間に隙間aが形成されることから、第1伝達軸141の振れの影響がプレート部材50の筒状部51に及ぶことはない。従って、ハイブリッド駆動装置10では、ラジアル軸受Brfを介してロータ支持部材40をカバー88すなわちケース8により適正に支持して、ステータ20とロータ30とのクリアランスの変動を良好に抑制することが可能となる。 As a result, even if the cup of the radial bearing Br1 is press-fitted into the first cylindrical portion 881 of the cover 88 of the motor case 8 and the first cylindrical portion 881 is deformed, the outer peripheral surface of the first cylindrical portion 881 is formed. Since the gap a is formed between the plate member 50 and the inner peripheral surface of the tubular portion 51, the influence of the deformation of the first tubular portion 881 does not affect the tubular portion 51 of the plate member 50. Even if the first transmission shaft 141 swings with respect to the axial center due to the rotation of the engine 11, there is a gap between the outer peripheral surface of the first cylindrical portion 881 and the inner peripheral surface of the tubular portion 51 of the plate member 50. Since a is formed, the influence of the runout of the first transmission shaft 141 does not extend to the cylindrical portion 51 of the plate member 50. Therefore, in the hybrid drive device 10, the rotor support member 40 can be appropriately supported by the cover 88, that is, the case 8 via the radial bearing Brf, and the fluctuation of the clearance between the stator 20 and the rotor 30 can be satisfactorily suppressed. Become.

更に、第1伝達軸141の拡径部141eがラジアル軸受Br1を介してモータケース8のカバー88により径方向に支持されるので、外側のラジアル軸受Brfには、第1伝達軸141に伝達されるエンジン11のトルク変動振動(振動)が直接伝達されなくなる。この結果、ハイブリッド駆動装置10では、ロータ支持部材40すなわちモータジェネレータMGのロータ30を回転自在かつ径方向に支持するためのラジアル軸受Brfに作用する荷重すなわち負荷を低下させ、その耐久性をより向上させると共に、当該ラジアル軸受Brfの小型化(低コスト化)を図ることもできる。 Further, since the enlarged diameter portion 141e of the first transmission shaft 141 is radially supported by the cover 88 of the motor case 8 via the radial bearing Br1, the outer radial bearing Brf is transmitted to the first transmission shaft 141. The torque fluctuation vibration (vibration) of the engine 11 is not directly transmitted. As a result, in the hybrid drive device 10, the load acting on the rotor support member 40, that is, the radial bearing Brf for supporting the rotor 30 of the motor generator MG in the rotational direction and in the radial direction is reduced, and the durability thereof is further improved. At the same time, it is possible to reduce the size (cost reduction) of the radial bearing Brf.

また、第1伝達軸141の拡径部141eの変速機構17側の端面と、第2伝達軸142のエンジン11側の端面との間には、スラスト軸受(内側スラスト軸受)Bt1が配置される。更に、第1伝達軸141の拡径部141eから延出されたフランジ部141fは、変速機構17側でカバー88の第1筒状部881の端面およびプレート部材50と対向し、当該フランジ部141fと、プレート部材50の内周部(筒状部51の背面)との間には、スラスト軸受(外側スラスト軸受)Btmが配置される。また、第1伝達軸141は、それぞれ第2端部141bの外周面のラジアル軸受Br2とスラスト軸受Bt1との軸方向における間および第2端部141bの内周面で開口する複数の内側油孔(第1油孔)hiを含む。 Further, a thrust bearing (inner thrust bearing) Bt1 is arranged between the end surface of the enlarged diameter portion 141e of the first transmission shaft 141 on the transmission mechanism 17 side and the end surface of the second transmission shaft 142 on the engine 11 side. .. Further, the flange portion 141f extending from the enlarged diameter portion 141e of the first transmission shaft 141 faces the end surface of the first cylindrical portion 881 of the cover 88 and the plate member 50 on the transmission mechanism 17 side, and the flange portion 141f A thrust bearing (outer thrust bearing) Btm is arranged between the plate member 50 and the inner peripheral portion (the back surface of the cylindrical portion 51). Further, the first transmission shaft 141 has a plurality of inner oil holes opened between the radial bearing Br2 and the thrust bearing Bt1 on the outer peripheral surface of the second end portion 141b in the axial direction and on the inner peripheral surface of the second end portion 141b, respectively. (1st oil hole) includes hi.

更に、第1伝達軸141は、それぞれ径方向からみてラジアル軸受Br1およびスラスト軸受Bt1と少なくとも部分的に軸方向に重なり合う複数の外側油孔hoを含む。また、カバー88は、それぞれ第1筒状部881の外周面および第1筒状部881の内周面のラジアル軸受Br1とシール部材91との軸方向における間で開口する複数の油孔h1を含む。また、第1筒状部881の端面とフランジ部141fとの間には、隙間aに連通する環状の隙間bが形成され、第2筒状部882の端面とプレート部材50との間には、環状の隙間cが形成される。加えて、第2筒状部882は、上述のようなそれぞれ複数の油溝gおよび油孔(第2油孔)h2を含む。 Further, the first transmission shaft 141 includes a plurality of outer oil holes ho that at least partially overlap the radial bearing Br1 and the thrust bearing Bt1 in the radial direction when viewed in the radial direction. Further, the cover 88 has a plurality of oil holes h1 that are opened between the radial bearing Br1 on the outer peripheral surface of the first tubular portion 881 and the inner peripheral surface of the first tubular portion 881 and the seal member 91 in the axial direction, respectively. include. Further, an annular gap b communicating with the gap a is formed between the end surface of the first cylindrical portion 881 and the flange portion 141f, and between the end surface of the second tubular portion 882 and the plate member 50. , An annular gap c is formed. In addition, the second tubular portion 882 includes a plurality of oil grooves g and oil holes (second oil holes) h2, respectively, as described above.

これにより、第2伝達軸142の軸方向油路L2から第1伝達軸141の第2端部141b内に供給された潤滑冷却媒体としての作動油を、複数の内側油孔hiからラジアル軸受(中間ラジアル軸受)Br2およびスラスト軸受Bt1に供給すると共に、スラスト軸受Bt1を介して径方向外側のクラッチK0(摩擦プレート63およびセパレータプレート64等)に供給することができる。更に、クラッチK0側に供給された潤滑冷却媒体としての作動油を、ロータ支持部材40の外筒部42に形成された複数の油孔42oやロータコア31に形成された複数の油溝31g等を介して、ロータコア31やステータ20のコイルエンド22a,22bに供給することが可能となる。 As a result, the hydraulic oil as the lubricating cooling medium supplied from the axial oil passage L2 of the second transmission shaft 142 into the second end portion 141b of the first transmission shaft 141 is supplied from the plurality of inner oil holes hi to the radial bearing ( Intermediate radial bearing) Br2 and thrust bearing Bt1 can be supplied, and the clutch K0 (friction plate 63, separator plate 64, etc.) on the outer side in the radial direction can be supplied via the thrust bearing Bt1. Further, the hydraulic oil supplied to the clutch K0 side as a lubricating cooling medium is used to provide a plurality of oil holes 42o formed in the outer cylinder portion 42 of the rotor support member 40, a plurality of oil grooves 31g formed in the rotor core 31, and the like. It can be supplied to the coil ends 22a and 22b of the rotor core 31 and the stator 20 via the rotor core 31.

また、内側油孔hiからモータジェネレータMGのロータ30側すなわちステータ20のコイルエンド22a側に飛散した油の一部は、カバー88の内側表面を伝って隙間cや第2筒状部882の油孔h2に流れ込む。従って、ハイブリッド駆動装置10では、内側油孔hiからロータ30側に流出した作動油の一部をラジアル軸受Brfに供給することができる。この結果、ラジアル軸受Br2、スラスト軸受Bt1およびラジアル軸受Brfを充分に潤滑・冷却して、それぞれの耐久性を良好に確保することが可能となる。加えて、カバー88の内側表面には、一対の集油ガイド885が上方から飛散する油を集めて第2筒状部882の端面とプレート部材50との隙間cや第2筒状部882の油孔h2に導くように形成されている。これにより、第1伝達軸141の内側油孔hiからロータ30側に飛散して第2筒状部882の端面とプレート部材50との隙間c等に流入する油の量を増やして、ラジアル軸受Brfに充分な量の油を供給することが可能となる。ただし、油孔h2は、第2筒状部882から省略されてもよい。 Further, a part of the oil scattered from the inner oil hole hi toward the rotor 30 side of the motor generator MG, that is, the coil end 22a side of the stator 20, travels along the inner surface of the cover 88 to the gap c and the oil of the second tubular portion 882. It flows into the hole h2. Therefore, in the hybrid drive device 10, a part of the hydraulic oil that has flowed out from the inner oil hole hi to the rotor 30 side can be supplied to the radial bearing Brf. As a result, the radial bearing Br2, the thrust bearing Bt1 and the radial bearing Brf can be sufficiently lubricated and cooled to ensure good durability of each. In addition, on the inner surface of the cover 88, a pair of oil collecting guides 885 collects oil scattered from above, and the gap c between the end surface of the second tubular portion 882 and the plate member 50 and the second tubular portion 882. It is formed so as to lead to the oil hole h2. As a result, the amount of oil that scatters from the inner oil hole hi of the first transmission shaft 141 to the rotor 30 side and flows into the gap c between the end face of the second cylindrical portion 882 and the plate member 50 is increased, and the radial bearing It is possible to supply a sufficient amount of oil to Brf. However, the oil hole h2 may be omitted from the second tubular portion 882.

更に、ハイブリッド駆動装置10では、スラスト軸受Bt1を通過した作動油を第1伝達軸141の複数の外側油孔hoからラジアル軸受Br1に供給すると共に、外側油孔hoに流入した油の一部を第1筒状部881の端面と第1伝達軸141のフランジ部141fとの隙間bを介してスラスト軸受Btmに供給することができる。また、外側油孔hoに流入した油の一部は、第1筒状部881の外周面とプレート部材50の筒状部51の内周面との隙間a等を介してラジアル軸受Brfにも供給される。更に、作動油は、第1筒状部881(カバー88)の油孔h1を介して上方から下方に移動する。この結果、ラジアル軸受Br1,Brfおよびスラスト軸受Btmを充分に潤滑・冷却して、それぞれの耐久性を良好に確保することが可能となる。 Further, in the hybrid drive device 10, the hydraulic oil that has passed through the thrust bearing Bt1 is supplied to the radial bearing Br1 from the plurality of outer oil holes ho of the first transmission shaft 141, and a part of the oil that has flowed into the outer oil holes ho is supplied. It can be supplied to the thrust bearing Btm through the gap b between the end surface of the first tubular portion 881 and the flange portion 141f of the first transmission shaft 141. Further, a part of the oil that has flowed into the outer oil hole ho also enters the radial bearing Brf through the gap a between the outer peripheral surface of the first tubular portion 881 and the inner peripheral surface of the tubular portion 51 of the plate member 50. Be supplied. Further, the hydraulic oil moves from the upper side to the lower side through the oil hole h1 of the first cylindrical portion 881 (cover 88). As a result, the radial bearings Br1 and Brf and the thrust bearing Btm can be sufficiently lubricated and cooled, and the durability of each can be ensured satisfactorily.

また、ハイブリッド駆動装置10において、第1伝達軸141の複数の内側油孔hiは、第2端部141bの外周面から内周面に向かうにつれてエンジン11に近接するように斜めに形成される。これにより、第2端部141bの一部を包囲するように第1伝達軸141のフランジ部141fを形成してハイブリッド駆動装置10の軸長の短縮化を図りつつ、第1伝達軸141とクラッチK0のクラッチハブ61とを繋ぐと共に、複数の内側油孔hiを介して第2端部141bの内側と外側とを連通させることが可能となる。 Further, in the hybrid drive device 10, the plurality of inner oil holes hi of the first transmission shaft 141 are formed obliquely so as to approach the engine 11 from the outer peripheral surface to the inner peripheral surface of the second end portion 141b. As a result, the flange portion 141f of the first transmission shaft 141 is formed so as to surround a part of the second end portion 141b to shorten the shaft length of the hybrid drive device 10, and the first transmission shaft 141 and the clutch. It is possible to connect the clutch hub 61 of K0 and to communicate the inside and the outside of the second end portion 141b through a plurality of inner oil holes hi.

更に、ハイブリッド駆動装置10において、ロータ支持部材40は、ラジアル軸受Brrを介してモータケース8(ハウジング80)により径方向に支持される環状壁部46と、ラジアル軸受Brrを介してモータケース8(カバー88)により径方向に支持されるプレート部材50とを含む。また、プレート部材50は、ロータ支持部材40の外筒部42の軸方向における一端から径方向外側に延出された環状のフランジ部43にロータ30と一体に回転するように連結され、環状壁部46と軸方向に間隔をおいて対向する。更に、プレート部材50は、フランジ部43のロータコア31側とは反対側の端面に当接する状態でフランジ部43に連結され、フランジ部43は、プレート部材50が当接する端面の外周部からロータコア31側とは反対側に軸方向に突出して当該プレート部材50の外周面を径方向に支持する軸方向突出部43pを含む。 Further, in the hybrid drive device 10, the rotor support member 40 is supported by the annular wall portion 46 radially supported by the motor case 8 (housing 80) via the radial bearing Br, and the motor case 8 (via the radial bearing Br). Includes a plate member 50 that is radially supported by the cover 88). Further, the plate member 50 is connected to an annular flange portion 43 extending radially outward from one end of the outer cylinder portion 42 of the rotor support member 40 in the axial direction so as to rotate integrally with the rotor 30 to form an annular wall. It faces the portion 46 at an axial distance. Further, the plate member 50 is connected to the flange portion 43 in a state of being in contact with the end surface of the flange portion 43 opposite to the rotor core 31 side, and the flange portion 43 is connected to the rotor core 31 from the outer peripheral portion of the end surface with which the plate member 50 abuts. Includes an axially projecting portion 43p that projects axially to the side opposite to the side and supports the outer peripheral surface of the plate member 50 in the radial direction.

これにより、フランジ部43の軸方向突出部43pによりプレート部材50をエンジン11および変速機構17の軸心に対して精度よく調心し、それによりモータジェネレータMGのロータ30のエンジン11等の軸心に対して精度よく調心することが可能となる。更に、プレート部材50をフランジ部43のロータ側とは反対側の端面に当接させることで、当該プレート部材50と環状壁部46との軸方向における間隔、すなわちクラッチK0の配置スペースを充分に確保して、当該スペースにクラッチK0に要求されるトルク容量に応じた数の摩擦プレート63およびセパレータプレート64を配置することができる。この結果、ハイブリッド駆動装置10では、モータジェネレータMGのロータ30をエンジン11および変速機構17の軸心に対して精度よく調心しつつ、クラッチK0のトルク容量を充分に確保することが可能となる。 As a result, the plate member 50 is accurately aligned with the axial center of the engine 11 and the transmission mechanism 17 by the axially projecting portion 43p of the flange portion 43, whereby the axial center of the rotor 30 of the motor generator MG such as the engine 11 is aligned. It becomes possible to align with the center with high accuracy. Further, by bringing the plate member 50 into contact with the end surface of the flange portion 43 on the side opposite to the rotor side, the distance between the plate member 50 and the annular wall portion 46 in the axial direction, that is, the arrangement space of the clutch K0 is sufficient. It is possible to secure and arrange a number of friction plates 63 and separator plates 64 in the space according to the torque capacity required for the clutch K0. As a result, in the hybrid drive device 10, it is possible to sufficiently secure the torque capacity of the clutch K0 while accurately aligning the rotor 30 of the motor generator MG with respect to the axes of the engine 11 and the transmission mechanism 17. ..

また、クラッチK0は、環状壁部46(および径方向突出部44)とプレート部材50との軸方向における間に配置されるピストン67を含み、当該ピストン67とロータ支持部材40の環状壁部46とによってクラッチK0の係合油室69aが画成される。これにより、トルク伝達機能やクラッチK0の締結時の受圧機能が外筒部42および環状壁部46側に集約がされることから、プレート部材50に要求される剛性を低下させてコスト低減化を図ることが可能となる。更に、ロータ支持部材40のプレート部材50は、クラッチK0の係合時にトルクを伝達しないものである。従って、プレート部材50は、スプライン等を介してフランジ部43に連結される必要はなく、比較的少数のボルト43bによりロータ30と一体に回転するようにフランジ部43に連結されればよい。 Further, the clutch K0 includes a piston 67 arranged between the annular wall portion 46 (and the radial protrusion 44) and the plate member 50 in the axial direction, and the annular wall portion 46 of the piston 67 and the rotor support member 40. The engagement oil chamber 69a of the clutch K0 is defined by the above. As a result, the torque transmission function and the pressure receiving function when the clutch K0 is engaged are concentrated on the outer cylinder portion 42 and the annular wall portion 46 side, so that the rigidity required for the plate member 50 is reduced and the cost is reduced. It becomes possible to plan. Further, the plate member 50 of the rotor support member 40 does not transmit torque when the clutch K0 is engaged. Therefore, the plate member 50 does not need to be connected to the flange portion 43 via a spline or the like, and may be connected to the flange portion 43 so as to rotate integrally with the rotor 30 by a relatively small number of bolts 43b.

以上説明したように、本開示のハイブリッド駆動装置は、エンジン(11)と、ステータ(20)およびロータ(30)を含む回転電機(MG)と、前記回転電機(MG)に連結される変速機(17)と、前記エンジン(11)と前記回転電機(MG)とを連結すると共に両者の連結を解除するクラッチ(K0)と、前記回転電機(MG)および前記クラッチ(K0)を収容するケース(8)とを含むハイブリッド駆動装置(10)において、前記エンジン(11)の出力軸(12)に連結される第1伝達軸(141)と、前記回転電機(MG)の前記ロータ(30)および前記変速機(17)に連結される第2伝達軸(142)と、前記回転電機(MG)の前記ロータ(30)を支持するロータ支持部材(40)とを含み、前記ロータ支持部材(40)が、外周部に前記ロータ(30)が固定されると共に内周部に前記クラッチ(K0)の摩擦係合プレート(63)が嵌合される筒状支持部(42)と、前記筒状支持部(42)の軸方向における一端から径方向外側に延出された環状のフランジ部(43)と、前記筒状支持部(42)の前記軸方向における他端側から径方向内側に延出された環状壁部(44,46)と、前記環状壁部(44,46)と前記軸方向に間隔をおいて対向すると共に前記ロータ(30)と一体に回転するように前記フランジ部(43)に連結される環状部材(50)とを含み、前記ロータ支持部材(40)の前記環状壁部(44,46)および前記環状部材(50)が、それぞれ軸受(Brr,Brf)を介して前記ケース(8)により径方向に支持され、前記環状部材(50)が、前記フランジ部(43)の前記ロータ(30)側とは反対側の端面に当接する状態で前記フランジ部(43)に連結され、前記フランジ部(43)が、前記端面の外周部から前記ロータ(30)側とは反対側に前記軸方向に突出して前記環状部材(50)の外周面を径方向に支持する突出部(43p)を含むものである。 As described above, the hybrid drive device of the present disclosure includes an engine (11), a rotary electric machine (MG) including a stator (20) and a rotor (30), and a transmission connected to the rotary electric machine (MG). (17), a clutch (K0) that connects the engine (11) and the rotary electric machine (MG) and releases the connection between the two, and a case that accommodates the rotary electric machine (MG) and the clutch (K0). In the hybrid drive device (10) including (8), the first transmission shaft (141) connected to the output shaft (12) of the engine (11) and the rotor (30) of the rotary electric machine (MG). A second transmission shaft (142) connected to the transmission (17), a rotor support member (40) for supporting the rotor (30) of the rotary electric machine (MG), and the rotor support member (40). 40) is a tubular support portion (42) in which the rotor (30) is fixed to the outer peripheral portion and the friction engagement plate (63) of the clutch (K0) is fitted to the inner peripheral portion, and the cylinder. An annular flange portion (43) extending radially outward from one end of the cylindrical support portion (42) in the axial direction, and radially inward from the other end side of the tubular support portion (42) in the axial direction. The flange portion so as to face the extended annular wall portion (44,46) and the annular wall portion (44,46) at a distance in the axial direction and to rotate integrally with the rotor (30). The annular wall portion (44, 46) and the annular member (50) of the rotor support member (40) include bearings (Brr, Brf), respectively, including an annular member (50) connected to (43). The flange portion (50) is supported in the radial direction by the case (8) via the case (8), and the annular member (50) is in contact with the end surface of the flange portion (43) opposite to the rotor (30) side. 43), the flange portion (43) protrudes in the axial direction from the outer peripheral portion of the end surface to the side opposite to the rotor (30) side, and the outer peripheral surface of the annular member (50) is radially oriented. It includes a supporting protrusion (43p).

本開示のハイブリッド駆動装置において、回転電機のロータを支持するロータ支持部材は、クラッチのクラッチドラムとして利用されるものであり、外周部にロータが固定されると共に内周部にクラッチの摩擦係合プレートが嵌合される筒状支持部を含む。更に、ロータ支持部材は、筒状支持部の軸方向における一端から径方向外側に延出された環状のフランジ部と、当該筒状支持部の軸方向における他端側から径方向内側に延出された環状壁部と、環状壁部と軸方向に間隔をおいて対向すると共にロータと一体に回転するようにフランジ部に連結される環状部材とを含む。また、環状部材は、フランジ部のロータ側とは反対側の端面に当接する状態でフランジ部に連結される。更に、フランジ部は、環状部材が当接する端面の外周部からロータ側とは反対側に軸方向に突出して当該環状部材の外周面を径方向に支持する突出部を含む。そして、ロータ支持部材の環状壁部および環状部材は、それぞれ軸受を介してケースにより径方向に支持される。これにより、フランジ部の突出部により環状部材をエンジンおよび変速機の軸心に対して精度よく調心し、それにより回転電機のロータをエンジン等の軸心に対して精度よく調心することが可能となる。更に、環状部材をフランジ部のロータ側とは反対側の端面に当接させることで、当該環状部材と環状壁部との軸方向における間隔、すなわちクラッチの配置スペースを充分に確保して、当該スペースにクラッチに要求されるトルク容量に応じた数の摩擦係合プレートを配置することができる。この結果、本開示のハイブリッド駆動装置では、回転電機のロータをエンジンおよび変速機の軸心に対して精度よく調心しつつ、エンジンと回転電機とを連結するクラッチのトルク容量を充分に確保することが可能となる。 In the hybrid drive device of the present disclosure, the rotor support member that supports the rotor of the rotary electric machine is used as a clutch drum of the clutch, and the rotor is fixed to the outer peripheral portion and the clutch is frictionally engaged with the inner peripheral portion. Includes a tubular support into which the plate is fitted. Further, the rotor support member has an annular flange portion extending radially outward from one end in the axial direction of the tubular support portion and extending radially inward from the other end side in the axial direction of the tubular support portion. It includes an annular wall portion formed therein and an annular member connected to the flange portion so as to face the annular wall portion at an axial distance and rotate integrally with the rotor. Further, the annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion on the side opposite to the rotor side. Further, the flange portion includes a protruding portion that projects axially from the outer peripheral portion of the end surface to which the annular member comes into contact with the annular member in the direction opposite to the rotor side and supports the outer peripheral surface of the annular member in the radial direction. The annular wall portion and the annular member of the rotor support member are respectively supported in the radial direction by the case via bearings. As a result, the annular member can be accurately aligned with the axis of the engine and the transmission by the protruding portion of the flange, and the rotor of the rotary electric machine can be accurately aligned with the axis of the engine or the like. It will be possible. Further, by bringing the annular member into contact with the end surface of the flange portion on the side opposite to the rotor side, the distance between the annular member and the annular wall portion in the axial direction, that is, a sufficient space for arranging the clutch is sufficiently secured. A number of friction engagement plates can be placed in the space according to the torque capacity required for the clutch. As a result, in the hybrid drive device of the present disclosure, the torque capacity of the clutch that connects the engine and the rotary electric machine is sufficiently secured while accurately aligning the rotor of the rotary electric machine with respect to the axes of the engine and the transmission. It becomes possible.

また、前記クラッチ(K0)は、前記環状壁部(44,46)と前記環状部材(50)との前記軸方向における間に配置されるピストン(67)を含むものであってもよく、前記ロータ支持部材(40)の前記環状壁部(46)と、前記ピストン(67)とは、前記クラッチ(K0)を係合させるための油圧が供給される油室(69a)を画成してもよい。これにより、トルク伝達機能やクラッチの締結時の受圧機能が筒状支持部および環状壁部側に集約されることから、環状部材に要求される剛性を低下させてコスト低減化を図ることが可能となる。 Further, the clutch (K0) may include a piston (67) arranged between the annular wall portion (44, 46) and the annular member (50) in the axial direction. The annular wall portion (46) of the rotor support member (40) and the piston (67) define an oil chamber (69a) to which a hydraulic pressure for engaging the clutch (K0) is supplied. May be good. As a result, the torque transmission function and the pressure receiving function when the clutch is engaged are concentrated on the cylindrical support portion and the annular wall portion side, so that the rigidity required for the annular member can be reduced and the cost can be reduced. It becomes.

更に、前記環状部材(50)は、前記フランジ部(43)に複数のボルト(43b)を介して締結されてもよい。すなわち、環状部材は、クラッチの係合時にトルクを伝達しないものであることから、スプライン等を介してフランジ部に連結される必要はなく、比較的少数のボルトによりロータと一体に回転するようにフランジ部に連結されればよい。 Further, the annular member (50) may be fastened to the flange portion (43) via a plurality of bolts (43b). That is, since the annular member does not transmit torque when the clutch is engaged, it does not need to be connected to the flange portion via a spline or the like, and is rotated integrally with the rotor by a relatively small number of bolts. It may be connected to the flange portion.

また、前記ロータ支持部材(40)の前記環状壁部(46,47)は、前記第2伝達軸(142)に連結されてもよい。 Further, the annular wall portion (46, 47) of the rotor support member (40) may be connected to the second transmission shaft (142).

更に、前記ロータ(30)は、前記ロータ支持部材(40)の前記筒状支持部(42)の外周部に焼き嵌めまたは圧入により固定される環状のロータコア(31)を含むものであってもよく、前記クラッチ(K0)は、前記ロータ支持部(40)の前記環状壁部(44,46)と前記環状部材(50)との前記軸方向における間に配置されると共に前記第1伝達軸(141)に固定されるクラッチハブ(61)と、前記クラッチハブ(61)の外周部(61s)に嵌合される第1摩擦係合プレート(64)と、前記筒状支持部(42)の内周部(42s)に嵌合される第2摩擦係合プレート(63)およびバッキングプレート(65)とを含むものであってもよく、前記筒状支持部(42)の内周面には、前記バッキングプレート(65)の前記軸方向における移動を規制するためのスナップリング(66)が嵌合される環状凹部(42a)が形成されてもよく、前記環状凹部(42a)は、前記ロータ(30)の径方向からみて前記フランジ部(43)の少なくとも一部と前記軸方向に重なり合ってもよい。これにより、ロータコアから筒状支持部に作用する応力が環状凹部に集中するのを抑制して、ロータ支持部材の耐久性を良好に確保することが可能となる。そして、本開示のハイブリッド駆動装置では、環状部材がフランジ部のロータ側とは反対側の端面に当接する状態で当該フランジ部に連結されることから、環状凹部をフランジ部の少なくとも一部と重なり合うように筒状支持部に形成することができる。 Further, the rotor (30) may include an annular rotor core (31) fixed to the outer peripheral portion of the cylindrical support portion (42) of the rotor support member (40) by shrink fitting or press fitting. Often, the clutch (K0) is arranged between the annular wall portion (44, 46) of the rotor support portion (40) and the annular member (50) in the axial direction, and the first transmission shaft. The clutch hub (61) fixed to (141), the first friction engaging plate (64) fitted to the outer peripheral portion (61s) of the clutch hub (61), and the cylindrical support portion (42). A second friction engaging plate (63) and a backing plate (65) fitted to the inner peripheral portion (42s) of the above may be included, and the inner peripheral surface of the cylindrical support portion (42) may be included. May be formed with an annular recess (42a) into which a snap ring (66) for restricting the movement of the backing plate (65) in the axial direction is fitted, and the annular recess (42a) is the annular recess (42a). It may overlap with at least a part of the flange portion (43) in the axial direction when viewed from the radial direction of the rotor (30). As a result, it is possible to suppress the stress acting on the cylindrical support portion from the rotor core from concentrating on the annular recess, and to ensure the durability of the rotor support member satisfactorily. In the hybrid drive device of the present disclosure, since the annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion on the side opposite to the rotor side, the annular recess overlaps with at least a part of the flange portion. It can be formed on the tubular support portion as described above.

また、前記環状凹部(42a)は、前記ロータ(30)の径方向からみて前記フランジ部(43)の前記ロータ(30)側の端面と重なり合ってもよい。 Further, the annular recess (42a) may overlap with the end surface of the flange portion (43) on the rotor (30) side when viewed from the radial direction of the rotor (30).

更に、前記ケース(8)は、前記エンジン(11)側で前記ロータ支持部材(40)の前記環状部材(50)と対向するように延在する端壁部(88)を含むものであってもよく、前記端壁部(88)は、内周から前記環状部材(50)に向けて前記軸方向に突出する第1筒状部(881)と、前記第1筒状部(881)を包囲するように前記環状部材(50)に向けて前記軸方向に突出する第2筒状部(882)とを含むものであってもよく、前記環状部材(50)は、内周から前記端壁部(88)に向けて前記軸方向に突出する筒状部(51)を含むものであってもよく、前記第1伝達軸(141)と、前記端壁部(88)の前記第1筒状部(881)の内周面との間には、ラジアル軸受(Br1)が配置されてもよく、前記端壁部(88)の前記第1筒状部(881)の外周面と、前記環状部材(50)の前記筒状部(51)の内周面との間には、隙間(a)が形成されてもよく、前記環状部材(50)の前記筒状部(51)の外周面と、前記端壁部(88)の前記第2筒状部(882)の内周面との間には、前記環状部材(50)を前記径方向に支持する前記軸受(Brf)が配置されてもよい。 Further, the case (8) includes an end wall portion (88) extending so as to face the annular member (50) of the rotor support member (40) on the engine (11) side. The end wall portion (88) may include a first tubular portion (881) protruding in the axial direction from the inner circumference toward the annular member (50) and the first tubular portion (881). The annular member (50) may include a second tubular portion (882) that protrudes in the axial direction toward the annular member (50) so as to surround the annular member (50). It may include a tubular portion (51) projecting in the axial direction toward the wall portion (88), and the first transmission shaft (141) and the first end wall portion (88). A radial bearing (Br1) may be arranged between the inner peripheral surface of the tubular portion (881), and the outer peripheral surface of the first tubular portion (881) of the end wall portion (88) and the outer peripheral surface of the first tubular portion (881). A gap (a) may be formed between the annular member (50) and the inner peripheral surface of the tubular portion (51) of the annular member (50). A bearing (Brf) that supports the annular member (50) in the radial direction is provided between the outer peripheral surface and the inner peripheral surface of the second tubular portion (882) of the end wall portion (88). It may be arranged.

かかるハイブリッド駆動装置では、エンジンの回転に伴って第1伝達軸の軸心に対する振れが生じたとしても、第1筒状部の外周面と環状部材の筒状部の内周面との間に隙間が形成されることから、第1伝達軸の振れの影響が環状部材の筒状部に及ぶことはない。従って、本開示のハイブリッド駆動装置では、外側ラジアル軸受を介してロータ支持部材をケースにより適正に支持することが可能となる。更に、第1伝達軸が内側ラジアル軸受を介してケースの端壁部により径方向に支持されるので、外側ラジアル軸受には、第1伝達軸に伝達されるエンジンのトルク変動(振動)が直接伝達されなくなる。この結果、本開示のハイブリッド駆動装置では、ロータ支持部材すなわち回転電機のロータを径方向に支持するための外側ラジアル軸受に作用する荷重すなわち負荷を低下させ、その耐久性をより向上させると共に当該外側ラジアル軸受の小型化(低コスト化)を図ることもできる。 In such a hybrid drive device, even if the first transmission shaft swings with respect to the axial center due to the rotation of the engine, it is between the outer peripheral surface of the first cylindrical portion and the inner peripheral surface of the tubular portion of the annular member. Since the gap is formed, the influence of the runout of the first transmission shaft does not extend to the cylindrical portion of the annular member. Therefore, in the hybrid drive device of the present disclosure, the rotor support member can be appropriately supported by the case via the outer radial bearing. Further, since the first transmission shaft is radially supported by the end wall portion of the case via the inner radial bearing, the torque fluctuation (vibration) of the engine transmitted to the first transmission shaft is directly applied to the outer radial bearing. It will not be transmitted. As a result, in the hybrid drive device of the present disclosure, the load acting on the rotor support member, that is, the outer radial bearing for supporting the rotor of the rotary electric machine in the radial direction, that is, the load is reduced, the durability thereof is further improved, and the outer side is further improved. It is also possible to reduce the size (cost reduction) of the radial bearing.

また、前記ケース(8)は、軸方向における一端が開放されると共に前記軸方向における他端を閉鎖する壁部(82)を含むハウジング(80)と、前記一端を覆うように前記ハウジング(80)に固定されて前記端壁部を形成するカバー(88)とを含むものであってもよく、前記ハウジング(80)の前記壁部(82)は、前記ロータ支持部材(40)の前記環状壁部(44,46,48)を前記径方向に支持する前記軸受(Brr)を保持してもよい。 Further, the case (8) includes a housing (80) including a wall portion (82) in which one end in the axial direction is opened and the other end in the axial direction is closed, and the housing (80) so as to cover the one end. The wall portion (82) of the housing (80) may include a cover (88) fixed to the rotor support member (40) to form the end wall portion. The bearing (Brr) that supports the wall portion (44, 46, 48) in the radial direction may be held.

そして、本開示の発明は上記実施形態に何ら限定されるものではなく、本開示の外延の範囲内において様々な変更をなし得ることはいうまでもない。更に、上記実施形態は、あくまで発明の概要の欄に記載された発明の具体的な一形態に過ぎず、発明の概要の欄に記載された発明の要素を限定するものではない。 It goes without saying that the invention of the present disclosure is not limited to the above-described embodiment, and various changes can be made within the scope of the extension of the present disclosure. Furthermore, the above-described embodiment is merely a specific embodiment of the invention described in the column of the outline of the invention, and does not limit the elements of the invention described in the column of the outline of the invention.

本開示は、ハイブリッド駆動装置の製造産業等において利用可能である。 The present disclosure can be used in the manufacturing industry of hybrid drive devices and the like.

Claims (8)

ステータおよびロータを含む回転電機と、前記回転電機に連結される変速機と、エンジンと前記回転電機とを連結すると共に両者の連結を解除するクラッチと、前記回転電機および前記クラッチを収容するケースとを含むハイブリッド駆動装置において、
前記エンジンの出力軸に連結される第1伝達軸と、
前記回転電機の前記ロータからの動力を前記変速機に伝達する第2伝達軸と、
前記回転電機の前記ロータを支持するロータ支持部材とを備え、
前記ロータ支持部材は、外周部に前記ロータが固定されると共に内周部に前記クラッチの摩擦係合プレートが嵌合される筒状支持部と、前記筒状支持部の軸方向における一端から径方向外側に延出された環状のフランジ部と、前記筒状支持部の前記軸方向における他端側から径方向内側に延出された環状壁部と、前記環状壁部と前記軸方向に間隔をおいて対向すると共に前記ロータと一体に回転するように前記フランジ部に連結される環状部材とを含み、
前記ロータ支持部材の前記環状壁部および前記環状部材は、それぞれ軸受を介して前記ケースにより径方向に支持され、
前記環状部材は、前記フランジ部の前記ロータ側とは反対側の端面に当接する状態で前記フランジ部に連結され、
前記フランジ部は、前記端面の外周部から前記ロータ側とは反対側に前記軸方向に突出して前記環状部材の外周面を径方向に支持する突出部を含むハイブリッド駆動装置。
A rotary electric machine including a stator and a rotor, a transmission connected to the rotary electric machine, a clutch for connecting and disconnecting the engine and the rotary electric machine, and a case for accommodating the rotary electric machine and the clutch. In hybrid drives including
The first transmission shaft connected to the output shaft of the engine and
A second transmission shaft that transmits power from the rotor of the rotary electric machine to the transmission, and
A rotor support member for supporting the rotor of the rotary electric machine is provided.
The rotor support member has a cylindrical support portion in which the rotor is fixed to an outer peripheral portion and a friction engagement plate of the clutch is fitted in an inner peripheral portion, and a diameter from one end of the tubular support portion in the axial direction. An annular flange portion extending outward in the direction, an annular wall portion extending radially inward from the other end side of the cylindrical support portion in the axial direction, and a distance between the annular wall portion and the axial direction. Including an annular member connected to the flange portion so as to face the rotor and rotate integrally with the rotor.
The annular wall portion of the rotor support member and the annular member are radially supported by the case via bearings, respectively.
The annular member is connected to the flange portion in a state of being in contact with the end surface of the flange portion on the side opposite to the rotor side.
The flange portion is a hybrid drive device including a protruding portion that projects in the axial direction from the outer peripheral portion of the end surface to the side opposite to the rotor side and supports the outer peripheral surface of the annular member in the radial direction.
請求項1に記載のハイブリッド駆動装置において、
前記クラッチは、前記環状壁部と前記環状部材との前記軸方向における間に配置されるピストンを含み、
前記ロータ支持部材の前記環状壁部と、前記ピストンとは、前記クラッチを係合させるための油圧が供給される油室を画成するハイブリッド駆動装置。
In the hybrid drive device according to claim 1,
The clutch comprises a piston disposed between the annular wall and the annular member in the axial direction.
A hybrid drive device in which the annular wall portion of the rotor support member and the piston define an oil chamber to which a hydraulic pressure for engaging the clutch is supplied.
請求項1または2に記載のハイブリッド駆動装置において、
前記環状部材は、前記フランジ部に複数のボルトを介して締結されるハイブリッド駆動装置。
In the hybrid drive device according to claim 1 or 2.
The annular member is a hybrid drive device that is fastened to the flange portion via a plurality of bolts.
請求項1から3の何れか一項に記載のハイブリッド駆動装置において、
前記ロータ支持部材の前記環状壁部は、前記第2伝達軸に連結されるハイブリッド駆動装置。
In the hybrid drive device according to any one of claims 1 to 3.
The annular wall portion of the rotor support member is a hybrid drive device connected to the second transmission shaft.
請求項1から4の何れか一項に記載のハイブリッド駆動装置において、
前記ロータは、前記ロータ支持部材の前記筒状支持部の外周部に焼き嵌めまたは圧入により固定される環状のロータコアを含み、
前記クラッチは、前記ロータ支持部の前記環状壁部と前記環状部材との前記軸方向における間に配置されると共に前記第1伝達軸に固定されるクラッチハブと、前記クラッチハブの外周部に嵌合される第1摩擦係合プレートと、前記ロータ支持部の前記筒状支持部の内周部に嵌合される第2摩擦係合プレートおよびバッキングプレートとを含み、
前記筒状支持部の内周面には、前記バッキングプレートの前記軸方向における移動を規制するためのスナップリングが嵌合される環状凹部が形成され、
前記環状凹部は、前記ロータの径方向からみて前記フランジ部の少なくとも一部と前記軸方向に重なり合うハイブリッド駆動装置。
In the hybrid drive device according to any one of claims 1 to 4.
The rotor includes an annular rotor core that is fixed by shrink fitting or press fitting to the outer peripheral portion of the cylindrical support portion of the rotor support member.
The clutch is fitted between a clutch hub arranged between the annular wall portion of the rotor support portion and the annular member in the axial direction and fixed to the first transmission shaft, and an outer peripheral portion of the clutch hub. The first friction engagement plate to be combined and the second friction engagement plate and backing plate fitted to the inner peripheral portion of the tubular support portion of the rotor support portion include.
An annular recess is formed on the inner peripheral surface of the tubular support portion to which a snap ring for restricting the movement of the backing plate in the axial direction is fitted.
The annular recess is a hybrid drive device that overlaps at least a part of the flange portion in the axial direction when viewed from the radial direction of the rotor.
請求項5に記載の駆動装置であって、
前記環状凹部は、前記ロータの径方向からみて前記フランジ部の前記ロータ側の端面と重なり合うハイブリッド駆動装置。
The drive device according to claim 5.
The annular recess is a hybrid drive device that overlaps with the end face of the flange portion on the rotor side when viewed from the radial direction of the rotor.
請求項1から6の何れか一項に記載のハイブリッド駆動装置において、
前記ケースは、前記エンジン側で前記ロータ支持部材の前記環状部材と対向するように延在する端壁部を含み、
前記端壁部は、内周から前記環状部材に向けて前記軸方向に突出する第1筒状部と、前記第1筒状部を包囲するように前記環状部材に向けて前記軸方向に突出する第2筒状部とを含み、
前記環状部材は、内周から前記端壁部に向けて前記軸方向に突出する筒状部を含み、
前記第1伝達軸と、前記端壁部の前記第1筒状部の内周面との間には、ラジアル軸受が配置され、
前記端壁部の前記第1筒状部の外周面と、前記環状部材の前記筒状部の内周面との間には、隙間が形成され、
前記環状部材の前記筒状部の外周面と、前記端壁部の前記第2筒状部の内周面との間には、前記環状部材を前記径方向に支持する前記軸受が配置されるハイブリッド駆動装置。
In the hybrid drive device according to any one of claims 1 to 6.
The case includes an end wall portion extending on the engine side so as to face the annular member of the rotor support member.
The end wall portion protrudes in the axial direction from the inner circumference toward the annular member and toward the annular member so as to surround the first cylindrical portion and the first cylindrical portion. Including the second tubular part
The annular member includes a cylindrical portion that protrudes in the axial direction from the inner circumference toward the end wall portion.
A radial bearing is arranged between the first transmission shaft and the inner peripheral surface of the first cylindrical portion of the end wall portion.
A gap is formed between the outer peripheral surface of the first cylindrical portion of the end wall portion and the inner peripheral surface of the tubular portion of the annular member.
The bearing that supports the annular member in the radial direction is arranged between the outer peripheral surface of the tubular portion of the annular member and the inner peripheral surface of the second tubular portion of the end wall portion. Hybrid drive.
請求項7に記載のハイブリッド駆動装置において、
前記ケースは、軸方向における一端が開放されると共に前記軸方向における他端を閉鎖する壁部を含むハウジングと、前記一端を覆うように前記ハウジングに固定されて前記端壁部を形成するカバーとを含み、
前記ハウジングの前記壁部は、前記ロータ支持部材の前記環状壁部を前記径方向に支持する前記軸受を保持するハイブリッド駆動装置。
In the hybrid drive device according to claim 7.
The case includes a housing including a wall portion in which one end in the axial direction is opened and the other end in the axial direction is closed, and a cover fixed to the housing so as to cover the one end to form the end wall portion. Including
The wall portion of the housing is a hybrid drive device that holds the bearing that supports the annular wall portion of the rotor support member in the radial direction.
JP2020565171A 2019-01-09 2020-01-08 hybrid drive Active JP7108719B2 (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
JP2019001798 2019-01-09
JP2019001798 2019-01-09
JP2019208200 2019-11-18
JP2019208200 2019-11-18
PCT/JP2020/000266 WO2020145292A1 (en) 2019-01-09 2020-01-08 Hybrid drive device

Publications (2)

Publication Number Publication Date
JPWO2020145292A1 true JPWO2020145292A1 (en) 2021-10-21
JP7108719B2 JP7108719B2 (en) 2022-07-28

Family

ID=71520521

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2020565171A Active JP7108719B2 (en) 2019-01-09 2020-01-08 hybrid drive

Country Status (5)

Country Link
US (1) US20220016969A1 (en)
EP (1) EP3885174A4 (en)
JP (1) JP7108719B2 (en)
CN (1) CN113329899A (en)
WO (1) WO2020145292A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113550983B (en) * 2021-07-28 2022-11-29 云南科力环保股份公司 Sectional long shaft connecting and supporting transmission device

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011213189A (en) * 2010-03-31 2011-10-27 Aisin Aw Co Ltd Hybrid drive device
JP2013224082A (en) * 2012-04-20 2013-10-31 Aisin Aw Co Ltd Drive device for vehicle
JP2014033602A (en) * 2012-02-10 2014-02-20 Aisin Aw Co Ltd Hybrid drive device
WO2017170396A1 (en) * 2016-03-28 2017-10-05 アイシン・エィ・ダブリュ株式会社 Drive transmission device for vehicle

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2792981B1 (en) * 2000-06-29 2002-12-13 Valeo ASSEMBLY CONSISTING OF A CLUTCH ASSOCIATED WITH AN ELECTRIC MACHINE, IN PARTICULAR FOR A MOTOR VEHICLE
JP5605653B2 (en) 2011-02-24 2014-10-15 アイシン・エィ・ダブリュ株式会社 Vehicle drive device
JP5736850B2 (en) * 2011-03-04 2015-06-17 日産自動車株式会社 Drive device for hybrid vehicle
JP5793787B2 (en) 2011-11-04 2015-10-14 アイシン・エィ・ダブリュ株式会社 Vehicle drive device
JP2014117990A (en) * 2012-12-14 2014-06-30 Aisin Aw Co Ltd Hybrid driving device
JP2015178862A (en) * 2014-03-19 2015-10-08 アイシン・エィ・ダブリュ株式会社 friction engagement device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011213189A (en) * 2010-03-31 2011-10-27 Aisin Aw Co Ltd Hybrid drive device
JP2014033602A (en) * 2012-02-10 2014-02-20 Aisin Aw Co Ltd Hybrid drive device
JP2013224082A (en) * 2012-04-20 2013-10-31 Aisin Aw Co Ltd Drive device for vehicle
WO2017170396A1 (en) * 2016-03-28 2017-10-05 アイシン・エィ・ダブリュ株式会社 Drive transmission device for vehicle

Also Published As

Publication number Publication date
CN113329899A (en) 2021-08-31
EP3885174A4 (en) 2022-01-12
WO2020145292A1 (en) 2020-07-16
US20220016969A1 (en) 2022-01-20
JP7108719B2 (en) 2022-07-28
EP3885174A1 (en) 2021-09-29

Similar Documents

Publication Publication Date Title
EP2463135B1 (en) Drive device for vehicle
EP2463136B1 (en) Drive device for vehicle
US8836187B2 (en) Vehicle drive device
US9416826B2 (en) Disconnect clutch for modular hybrid electric vehicle
US20090105040A1 (en) Hybrid drive device
JP2007062726A (en) Power transmitting system of hybrid car
WO2020145292A1 (en) Hybrid drive device
JP7101262B2 (en) Hybrid drive
JP5250013B2 (en) Vehicle drive device
JP5261461B2 (en) Vehicle drive device
JP2004116737A (en) Planetary gear device and power train
JP5406815B2 (en) Vehicle drive device
JP2021079798A (en) Case of rotary electric machine and hybrid driving device
JP2021156307A (en) Drive unit
JP2021079799A (en) Driving device
JP2021083210A (en) Rotary electric machine and drive unit
JP2021156309A (en) Drive unit for vehicle

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20210528

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20220201

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20220325

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20220621

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20220715

R150 Certificate of patent or registration of utility model

Ref document number: 7108719

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150